WO2023163085A1

WO2023163085A1 - Engine

Info

Publication number: WO2023163085A1
Application number: PCT/JP2023/006629
Authority: WO
Inventors: 忠美近藤
Original assignee: 株式会社日本ビデオセンター; 忠美近藤
Priority date: 2022-02-25
Filing date: 2023-02-24
Publication date: 2023-08-31
Also published as: JP2023124276A

Abstract

[Problem] To provide an engine, the bore and stroke of which can be freely designed without being limited by the length of a connecting rod or crank arm. [Solution] This engine comprises: a substantially columnar piston 11 equipped with piston heads 12 on both left and right end faces; an internal gear 14a that is formed along the inner wall of a through hole 14 having a predetermined inner diameter and formed along the radial direction of the piston at the center of the peripheral wall of the piston; a gear 15 meshing with the internal gear; a substantially rod-shaped crank arm 18 having at the leading end a crank pin 17 that pivotally supports the gear, and a crank shaft 19 at the base end; a disk-shaped eccentric free rotor 16 having approximately the same diameter as the inner diameter of the through hole, rotatably fitted into the through hole, and pivotally supported by the crank pin together with the gear; and a cylinder case 20 equipped with a cylindrical cylinder 20a into which the piston is inserted, and formed by connecting a combustion chamber 21 facing the piston head to both ends of the cylinder.

Description

engine

The present invention relates to engines.

A reciprocating engine moves a piston through each process of intake, compression, explosion, and exhaust, and converts the reciprocating motion of the connecting rod, which is connected to the piston, into rotational motion of the crankshaft with a predetermined link mechanism, and outputs rotational power. is configured to
Conventionally, the piston is rotatably supported at the tip of the connecting rod, and the reciprocating motion of the piston and the tip of the connecting rod is converted into the rotational motion of the base end of the connecting rod, which is then cranked via a link mechanism consisting of a crank pin and a crank arm. Rotational motion of the shaft is transmitted.

Further, the rotation conversion structure of the piston motion in the reciprocating engine disclosed in Japanese Patent Application Laid-Open No. 2015-224745 includes a connecting rod fixed to the piston, a planetary gear mechanism for converting linear motion to rotary motion, and its internal gear. and a drive shaft pivotally supported at the center of the planetary gear mechanism, the planetary gear mechanism meshing with a pair of internal gears in each internal gear and having a pitch diameter of 1/2 that of the internal gear A planetary gear, a connecting rod pivotally supported via a connecting rod and a pin and fixed to the planetary gear, and a fixed rod fixed to the planetary gear and fixed to the drive shaft, and the center of the pin is always the connecting rod. It is configured to be arranged so as to be positioned on the axis of the As a result, side pressure of the piston hardly occurs in the cylinder, friction loss is reduced, the size and weight of the engine can be reduced, and vibration and noise are reduced.

JP 2015-224745 A

In the case of the conventional crank structure, the proximal large diameter portion of the connecting rod rotates along the circumference with the length of the crank arm as the radius. Therefore, the reciprocating distance between the top dead center and the bottom dead center of the connecting rod is equal to the diameter of the crank arm. As a result, if the reciprocating distance is lengthened, that is, if the stroke is lengthened, the crank arm must be lengthened, which causes problems such as an increase in the size of the crankcase. Length may be limited. On the other hand, if the reciprocating distance is shortened, that is, if the stroke is shortened, there is a risk that the length of the crank arm and the length of the connecting rod that constitute the crank mechanism that returns reciprocating motion to rotary motion will be limited.

In response to the above problem, the piston motion rotation conversion structure disclosed in JP-A-2016-075208 provides a conversion mechanism consisting of an internal gear and a planetary gear mechanism instead of the crank arm, and a conventional crank. The rotary motion of the crank arm in the structure is converted into the rotation of the planetary gear that rolls in contact with the internal gear, causing the piston to reciprocate linearly, and the length of the crank arm does not affect the reciprocating motion. Configure.
However, according to the above-described rotation conversion structure, there is a possibility that the planetary gears that are internally in contact with the internal gear may be displaced or slipped from the internal gear due to the pressure applied to the piston, making it impossible to correctly convert the force. In addition, since the number of parts related to the rotation return structure is large, the device may become complicated, requiring time and effort and cost for assembly.

Therefore, the problem to be solved by the present invention is to provide an engine in which the bore and stroke can be freely designed without being restricted by the length of the connecting rod or the crank arm.

The engine according to claim 1 comprises a substantially cylindrical piston having piston heads on both left and right end faces,
a through hole having a predetermined inner diameter formed along the radial direction of the piston at the center of the peripheral wall of the piston;
an internal gear formed along the inner wall of the through hole;
a gear that meshes with the internal gear;
a substantially rod-shaped crank arm having a crank pin at its tip that supports the gear;
a crankshaft fixed to the proximal end of the crank arm;
a disc-shaped eccentric free rotor that has a diameter substantially equal to the inner diameter of the through hole, is rotatably fitted into the through hole, and is supported by the crank pin together with the gear;
A cylinder case comprising a cylindrical cylinder into which the piston is inserted, and a cylinder case in which combustion chambers facing the piston heads are respectively connected to both ends of the cylinder,
When the piston reciprocates in the left-right direction in the cylinder,
the gear meshed with the internal gear that reciprocates following the piston rotates in the through hole in a predetermined direction;
The crank arm rotates the crank shaft in a predetermined direction via the crank pin that supports the gear,
The eccentric free rotor rotates in the through hole in a direction opposite to the direction of rotation of the crank arm.

The engine according to claim 2 is characterized in that, in the invention according to claim 1, the diameter of the piston is set to the diameter of the vicinity of the center of the peripheral wall portion with respect to the diameter of the piston skirt formed to be connected to the piston head on both the left and right end faces. is thinly formed.

The engine according to claim 3 is the invention according to claim 1, wherein the diameter of the piston is set to the diameter of the vicinity of the center of the peripheral wall portion with respect to the diameter of the piston skirt formed to be connected to the piston head on the left and right end surfaces. or is gradually increased from the side of the piston skirt opposite to the piston head toward the center of the peripheral wall to form the vicinity of the center of the peripheral wall into a substantially spherical shape.

The engine according to claim 4 is the invention according to claim 1, in which the opposite side of the piston head is cut away from the piston skirt formed to be connected to the piston head on both left and right end faces,
A flat portion having the through hole is formed near the center of the peripheral wall portion of the piston.

The engine according to claim 5 is the invention according to claim 1, wherein a spark plug having an electrode arranged at a predetermined position in the combustion chamber is provided,
When the piston head compresses in the combustion chamber a combustible gas mixture formed by mixing air and atomized fuel in predetermined proportions, the combustible gas mixture is ignited by sparks generated by the electrodes. It is characterized by being made to be

The engine according to claim 6 is the invention according to claim 1, further comprising an injection device having a spray port arranged at a predetermined position in the combustion chamber,
When the piston head abruptly compresses air in the combustion chamber to form high-temperature, high-pressure air, the injection device sprays a predetermined amount of fuel from the spray port in the form of a mist, and sprays the fuel with the high-temperature, high-pressure air. It is characterized by being made to burn.

The engine according to claim 7 is the invention according to claim 5 or claim 6, wherein an intake port provided with an intake port for supplying the combustible mixed gas or the air to the combustion chamber; providing an exhaust port having an exhaust port for exhausting the exhaust gas after the gas or the fuel is burned from the combustion chamber;
The intake port and the exhaust port are provided at predetermined positions in the combustion chamber.

The engine according to claim 8 is, in the invention according to claim 5 or 6, an intake port provided with an intake port for supplying the combustible mixed gas or the air to the combustion chamber; providing an exhaust port having an exhaust port for exhausting the exhaust gas after the gas or the fuel is burned from the combustion chamber;
providing the intake port at a predetermined position in the cylinder and providing the exhaust port at a predetermined position in the combustion chamber;
The intake port is provided with a piston reed valve for restricting the combustible gas mixture or the air to flow in one direction into the cylinder.

A ninth aspect of the invention is directed to the fifth or sixth aspect of the invention, wherein an intake port having an intake port for supplying the combustible mixed gas or the air to the combustion chamber; providing an exhaust port having an exhaust port for exhausting the exhaust gas after the gas or the fuel is burned from the combustion chamber;
A crankcase is provided so as to surround the through hole containing at least the crankshaft and the crank arm,
The intake port is provided with a crankcase reed valve that restricts the combustible gas mixture or the air to flow in one direction into the crankcase, and the crankcase along the radial direction about the crankshaft. arranging the air inlet at a predetermined position of the case,
arranging the exhaust port at a predetermined position on the side wall of the cylinder;
A bypass port is provided that communicates between the crankcase and the cylinder and has an open end on the cylinder side that is located on the side opposite to the combustion chamber with respect to the exhaust port.

The engine according to claim 10 is, in the invention according to claim 5 or claim 6, an intake port provided with an intake port for supplying the combustible mixed gas or the air to the combustion chamber; providing an exhaust port having an exhaust port for exhausting the exhaust gas after the gas or the fuel is burned from the combustion chamber;
A crankcase is provided so as to surround the through hole containing at least the crankshaft and the crank arm,
disposing the intake port at a predetermined position along the axial direction of the crankshaft of the crankcase;
The intake port is arranged to face the vicinity of the peripheral edge of the rotor surface of the eccentric free rotor provided with a notch formed by cutting a predetermined position of the peripheral edge of the rotor surface in an arc shape,
The intake port is configured to be opened when overlapping with the notch portion and closed when overlapping with the peripheral edge portion as the eccentric free rotor rotates,
arranging the exhaust port at a predetermined position on the side wall of the cylinder;
A bypass port is provided that communicates between the crankcase and the cylinder and has an open end on the cylinder side that is located on the side opposite to the combustion chamber with respect to the exhaust port.

The engine according to claim 11 comprises a pair of substantially cylindrical small-diameter portions, and a substantially cylindrical large-diameter portion having a larger diameter than the small-diameter portions and sandwiched between the small-diameter portions. a piston in which a piston head and a piston skirt connected to the piston head are formed on the end face of the large diameter portion, and a through hole having a predetermined inner diameter is formed in the center of the large diameter portion along the radial direction;
an internal gear formed along the inner wall of the through hole;
a gear that meshes with the internal gear;
a substantially rod-shaped crank arm having a crank pin at its tip that supports the gear;
a crankshaft fixed to the proximal end of the crank arm;
a disc-shaped eccentric free rotor that has a diameter substantially equal to the inner diameter of the through hole, is rotatably fitted into the through hole, and is supported by the crank pin together with the gear;
A pair of cylindrical cylinders into which the small-diameter portions are inserted and a housing connected to the cylinders and into which the large-diameter portions are fitted are provided, and the piston head faces the ends of the cylinders on the opposite side of the housing. a cylinder case having a combustion chamber,
When the small diameter portion reciprocates in the cylinder,
The large diameter portion reciprocates following the small diameter portion, and the gear meshed with the internal gear rotates in the through hole in a predetermined direction,
The crank arm rotates the crank shaft in a predetermined direction via the crank pin that supports the gear,
The eccentric free rotor rotates in the through hole in a direction opposite to the direction of rotation of the crank arm.

The engine according to claim 12 is the invention according to claim 11, wherein a spark plug having an electrode arranged at a predetermined position in the combustion chamber is provided,
When the piston head compresses in the combustion chamber a combustible gas mixture formed by mixing air and atomized fuel in predetermined proportions, the combustible gas mixture is ignited by sparks generated by the electrodes. It is characterized by being made to be

The engine according to claim 13 is the invention according to claim 11, further comprising an injection device having a spray port arranged at a predetermined position in the combustion chamber,
When the piston head rapidly compresses the air in the combustion chamber to form high-temperature, high-pressure air, the injection device sprays a predetermined fuel from the spray port in the form of a mist, and sprays the fuel with the high-temperature, high-pressure air. It is characterized by being made to burn.

The engine according to claim 14 is the invention according to claim 12 or claim 13, wherein an intake port provided with an intake port for supplying the combustible mixed gas or the air to the combustion chamber; providing an exhaust port having an exhaust port for exhausting an exhaust gas after combustion of the gas mixture or the fuel from the combustion chamber;
The intake port and the exhaust port are provided at predetermined positions in the combustion chamber.

The engine according to claim 15 is the invention according to claim 12 or 13, wherein an intake port provided with an intake port for supplying the combustible mixed gas or the air to the combustion chamber; providing an exhaust port having an exhaust port for exhausting the exhaust gas after the gas or the fuel is burned from the combustion chamber;
providing the intake port at a predetermined position in the cylinder and providing the exhaust port at a predetermined position in the combustion chamber;
The intake port is provided with a piston reed valve for restricting the combustible gas mixture or the air to flow in one direction into the cylinder.

The engine according to claim 16 comprises a substantially cylindrical piston having piston heads on both left and right end faces,
a through hole having a predetermined inner diameter formed along the radial direction of the piston at the center of the peripheral wall of the piston;
an internal gear formed along the inner wall of the through hole;
a gear that meshes with the internal gear;
a substantially rod-shaped crank arm having a crank pin at its tip that supports the gear;
a crankshaft fixed to the proximal end of the crank arm;
a disc-shaped eccentric free rotor that has a diameter substantially equal to the inner diameter of the through hole, is rotatably fitted into the through hole, and is supported by the crank pin together with the gear;
An intake/exhaust adjuster comprising a cylindrical cylinder into which the piston is inserted, a combustion chamber facing one of the piston heads at one end of the cylinder, and another piston head facing the other end of the cylinder. a cylinder case formed by connecting pressure chambers;
a bypass port communicating between the combustion chamber and the intake and exhaust pressure regulating chamber;
When the piston reciprocates in the left-right direction in the cylinder,
the gear meshed with the internal gear that reciprocates following the piston rotates in the through hole in a predetermined direction;
The crank arm rotates the crank shaft in a predetermined direction via the crank pin that supports the gear,
The eccentric free rotor rotates in the through hole in a direction opposite to the direction of rotation of the crank arm.

The engine according to claim 17 is the invention according to claim 16, wherein a spark plug having an electrode arranged at a predetermined position in the combustion chamber is provided,
When the piston head compresses in the combustion chamber a combustible gas mixture formed by mixing air and atomized fuel in predetermined proportions, the combustible gas mixture is ignited by sparks generated by the electrodes. It is characterized by being made to be

The engine according to claim 18 is, in the invention according to claim 16, provided with an injection device having a spray port arranged at a predetermined position in the combustion chamber,
When the piston head abruptly compresses air in the combustion chamber to form high-temperature, high-pressure air, the injection device sprays a predetermined amount of fuel from the spray port in the form of a mist, and sprays the fuel with the high-temperature, high-pressure air. It is characterized by being made to burn.

The engine according to claim 19 is the engine according to claim 17 or claim 18, wherein an intake port having an intake port for supplying the combustible mixed gas or the air to the intake and exhaust pressure regulating chamber; an exhaust port having an exhaust port for exhausting a combustible gas mixture or an exhaust gas after combustion of the fuel from the combustion chamber;
The intake port is provided at a predetermined position in the intake/exhaust pressure regulating chamber, the exhaust port is provided at a predetermined position in the combustion chamber,
a piston reed valve that regulates the unidirectional flow of the combustible gas mixture or the air toward the intake/exhaust pressure regulating chamber; and a space between the piston reed valve and the intake/exhaust pressure regulating chamber. is provided with an open end of the bypass port on the intake and exhaust pressure regulating chamber side.

The engine according to claim 20 is the invention according to claim 1, claim 11, or claim 16, wherein the ratio of the inner diameter of the internal gear to the diameter of the gear is 2:1. Characterized by

Claim 21 is the engine of claim 1, claim 11, or claim 16, wherein the axial center of the eccentric free rotor has a minor axis to major axis ratio of 1:3. It is characterized by being provided at a position where

According to the engine of the present invention, the piston head is formed on both the left and right end surfaces of the substantially cylindrical piston, and the through hole having a predetermined inner diameter is provided in the center of the peripheral wall portion along the radial direction of the piston. Then, an internal gear is formed in the through hole, and a gear meshing with the internal gear and a disk-shaped eccentric free rotor having substantially the same diameter as the inner diameter of the through hole are superimposed on the gear and arranged in the through hole. Furthermore, a crank arm having a crank pin at its distal end and a crank shaft at its proximal end is provided for rotatably supporting the gear and the eccentric free rotor.
As a result, when the piston reciprocates within the cylinder, the crankshaft can be rotated via the gear meshed with the internal gear driven by the piston.
Here, in the conventional reciprocating engine, the reciprocating distance between the top dead center and the bottom dead center of the piston corresponds to the diameter of the circle drawn by the large diameter portion of the connecting rod. Therefore, the reciprocating distance of the piston is limited to the diameter of the circle drawn at the tip of the crank arm connected to the large diameter portion.
On the other hand, when the diameter of the circle formed by the large-diameter portion of the connecting rod, ie, the reciprocating distance of the piston, is applied to the engine according to the present invention, it corresponds to the inner diameter of the internal gear. At this time, the crank arm provided in the engine according to the present invention is configured to rotate along a circle drawn by a crank pin that supports a gear that meshes with the internal gear. Therefore, in the engine according to the present invention, if the crank arm is set to rotate once during one reciprocation of the piston, similar to the operation of the crank arm that rotates once during one reciprocation of the piston in the conventional reciprocating engine, Preferably, the ratio of the inner diameter of the gear to the diameter of the gear is 2:1.
As a result, if the reciprocating distance of the piston is constant, the length of the crank arm according to the present invention can be reduced to half the length of the conventional crank arm. In addition, since the engine according to the present invention does not have a connecting rod, the weight can be significantly reduced, so that the crankshaft can be easily rotated at a high speed.
Further, when the length of the crank arm according to the present invention is set to be the same as the length of the conventional crank arm, the engine according to the present invention can obtain twice the gain as compared with the conventional reciprocating engine. , the piston can be moved greatly. Therefore, the stroke distance of the piston can be extended to easily achieve a long stroke. As a result, the combustion efficiency of the engine can be improved, the low-speed torque can be increased, and the fuel consumption can be improved.
Further, according to the present invention, an eccentric free rotor is provided which is rotatably fitted in the through hole. The eccentric free rotor is configured to rotate in a direction opposite to the rotational direction of the crank arm when the piston reciprocates. As a result, the eccentric free rotor can receive the stress applied to the through-hole due to the reciprocating motion of the piston, thereby preventing distortion of the through-hole.
Furthermore, since the eccentric free rotor fitted in the through-hole receives the impact transmitted from the piston head to the through-hole, it is possible to prevent the gear from slipping on the internal gear, thereby preventing damage to the internal gear or the gear. can be prevented. In addition, since the eccentric free-rotor rotates once in the opposite direction while the gear makes one rotation along the internal gear, the position of the axis of the eccentric free-rotor supported by the crankpin is the same as the gear axis relative to the internal gear. , that is, the position where the ratio of the minor axis to the major axis is 1:3.
The engine according to the present invention is configured such that the piston linearly reciprocates within the opposed cylinders. As a result, the side pressure of the piston due to the piston pressing against the inner wall of the cylinder can be suppressed, so the friction loss of the piston can be reduced. As a result, it is possible to suppress the generation of vibration or noise due to the contact between the piston and the cylinder. Furthermore, by adjusting the length of the substantially cylindrical piston, it is possible to freely design from a long stroke to a short stroke. In addition, it is possible to provide an optimal engine such as an engine with improved fuel efficiency, an engine with increased low-speed torque, or a high-output engine.

Further, according to the engine of the present invention, the substantially cylindrical piston has piston heads on both left and right end faces. In other words, similar to a conventional horizontally opposed two-cylinder engine, it is possible to configure an engine having cylinders with piston heads at both left and right ends of a crankshaft and combustion chambers facing the piston heads.
Here, when the electrode of the ignition plug is provided at a predetermined position in the combustion chamber, it is possible to configure an internal combustion engine that ignites and explodes by sending a spark to the combustible gas mixture compressed into the combustion chamber by the piston head, If an injection device with a spray port located at a predetermined position in the combustion chamber is provided, it constitutes an internal combustion engine in which fuel is atomized from the spray port into the high-temperature, high-pressure air compressed into the combustion chamber by the piston head. can do.
In addition, in those internal combustion engines, an intake port having an intake port for supplying a combustible gas mixture or air to the combustion chamber and an exhaust port having an exhaust port for discharging exhaust gas from the combustion chamber are provided to provide a two-stroke engine. The positions of the intake and exhaust ports can be arbitrarily set according to the type of engine or four-stroke engine.
At this time, in the case of a four-stroke engine, the intake port and the exhaust port may be provided at predetermined positions in the combustion chamber.
On the other hand, in the case of a two-stroke engine, the type of engine differs depending on the position of the intake port. For example, when an air intake port is provided at a predetermined position in a cylinder and a piston reed valve is provided to regulate the air flow in one direction toward the cylinder into the intake port, a piston reed valve type two-stroke engine is configured. be. In addition, if the intake port is provided at a predetermined position in the crankcase and a crankcase reed valve is provided in the intake port to restrict the airflow to the crankcase in one direction, a crankcase reed valve type 2-stroke the engine is configured. Furthermore, the intake port is provided at a predetermined position of the crankcase, and an eccentric free rotor is provided with a notch formed by cutting the peripheral edge of the rotor surface in an arc shape, and the intake port is arranged opposite to the eccentric free rotor, When the intake port is opened when the intake port overlaps the notch and is closed when the intake port overlaps the peripheral edge according to the rotation of the eccentric free rotor, a rotary disc valve type 2-stroke engine is used. Can be configured.
As described above, the engine according to the present invention can easily have a long stroke or a short stroke, and can freely select 4-stroke or 2-stroke. As a result, the engine according to the present invention can be freely designed in terms of stroke length, and can be freely designed in accordance with the performance required of the engine, such as improved fuel efficiency or higher output.

1 is an explanatory diagram showing the outline of the configuration of an engine according to a first embodiment; FIG. It is an explanatory view showing an outline of composition of a piston with which an engine concerning a 1st example is provided. 1 is a cross-sectional view along the axial direction of a piston showing the outline of the configuration of the engine according to the first embodiment; FIG. FIG. 4 is an explanatory diagram showing an example of operation of a piston of the engine according to the first embodiment; FIG. 4 is a cross-sectional view along the axial direction of the piston, schematically showing another configuration of the piston of the engine according to the first embodiment; It is an explanatory view showing an outline of composition of a horizontally opposed 4-cylinder engine based on the engine concerning a 1st example. FIG. 5 is an explanatory diagram showing an outline of the configuration of another shape for the piston of the engine according to the first embodiment; FIG. 5 is an explanatory diagram showing an outline of the configuration of another shape for the piston of the engine according to the first embodiment; FIG. 5 is an explanatory diagram showing an outline of the configuration of another shape for the piston of the engine according to the first embodiment; FIG. 10 is a cross-sectional view along the axial direction of the piston, showing the outline of the configuration of the engine according to the second embodiment; FIG. 11 is a cross-sectional view along the axial direction of the piston, showing the outline of another configuration of the engine according to the second embodiment; FIG. 11 is a cross-sectional view along the axial direction of the piston, showing the outline of another configuration of the engine according to the second embodiment; FIG. 12 is an explanatory diagram showing the outline of the configuration of a horizontally opposed four-cylinder engine based on the engine shown in FIG. 11; FIG. 11 is an explanatory diagram showing the outline of the configuration of the piston of the engine according to the third embodiment; FIG. 11 is a cross-sectional view along the axial direction of a piston showing the outline of the configuration of an engine according to a third embodiment; FIG. 11 is an explanatory diagram showing the outline of the configuration of a horizontally opposed four-cylinder engine based on the engine according to the third embodiment; FIG. 11 is a cross-sectional view along the axial direction of a piston showing the outline of the configuration of an engine according to a fourth embodiment; FIG. 11 is an explanatory diagram showing the outline of the configuration of a horizontally opposed four-cylinder engine based on the engine according to the fourth embodiment;

An embodiment of the engine according to the present invention will be described below with reference to the attached drawings. FIG. 1 is an explanatory diagram showing the outline of the configuration of the engine according to the present embodiment, and FIG. 2 is the explanatory diagram showing the outline of the configuration of the piston of the engine according to the present embodiment.

The engine 10 has a piston 11 and a cylinder case 20, as shown in FIG.
As shown in FIG. 2, the piston 11 is formed of a substantially cylindrical body, and has piston heads 12, 12 on both left and right end surfaces. formed.
A through hole 14 having a predetermined inner diameter is formed in the center of the peripheral wall along the radial direction of the substantially cylindrical body.

The through hole 14 has an internal gear 14a, as shown in FIG. The internal gear 14 a is configured by arranging teeth cut along the axial direction of the through hole 14 along the circumferential direction of the inner wall of the through hole 14 .
Further, the through hole 14 has a gear 15 and an eccentric free rotor 16 as shown in FIGS.
The gear 15 has teeth cut along the axial direction, and is configured to be able to roll by meshing with the internal gear 14a. The ratio of the diameter r of the gear 15 and the inner diameter R of the internal gear 14a is set to 1:2.
The eccentric free rotor 16 is formed in a disk shape having substantially the same diameter as the inner diameter of the through hole 14 and is fitted in the through hole 14 so as to be slidable and rotatable. The axial center of the eccentric free rotor 16 divides the diameter of the eccentric free rotor 16 into four equal parts, and is provided at a position where the ratio of the minor axis to the major axis is 1:3.
The gear 15 and the eccentric free rotor 16 are supported by a crankpin 17 .

The crank arm 18 has a crankpin 17 at its distal end and a crankshaft 19 at its proximal end.
The crank arm 18 is configured to rotate the crankshaft 19 once when the gear 15 completes one turn along the internal gear 14a.
Here, since the ratio of the diameter r of the gear 15 and the inner diameter R of the internal gear 14a is 1:2, as shown in FIG. The gear 15 rotates twice inside the internal gear 14a, returns to the initial position at the beginning of rotation, and rotates the crankshaft 19 through the crank arm 18 once.
Thereby, the reciprocating motion of the piston 11 can be converted into rotary motion of the crankshaft 19 via the orbiting motion of the gear 15 .
In the engine 10 according to the present embodiment, the gear 15 supported by the crank pin 17 is configured to mesh with the internal gear 14a of the through hole 14 and rotate, but the configuration is not limited to this. Alternatively, a planetary gear consisting of one or more planetary gears may be meshed between the internal gear 14a and the gear 15 to freely adjust the gear ratio of the crank arm 18 and the crankshaft 19 to the internal gear 14a. good.

The eccentric free rotor 16 is supported by a crank pin 17 together with the gear 15, as shown in FIGS. While the gear 15 meshes with the internal gear 14 a and rolls in the through hole 14 , the eccentric free rotor 16 has an eccentric shaft center that causes the rotation of the gear 15 , that is, the displacement of the crank pin 17 . Along with this, it circulates around the axis of the through hole 14 . At this time, as shown in FIGS. 3 and 4, when the direction of rotation (arrow T) of gear 15 that rotates crank arm 18 is the forward direction, the direction of rotation of eccentric free rotor 16 is indicated by arrow F. reverse direction. As shown in the figure, since the eccentric free rotor 16 is supported by the crank pin 17 together with the gear 15, the axial center of the eccentric free rotor is equal to the minor axis when the diameter of the eccentric free rotor is divided into four parts. This is the position where the ratio to the major axis is 1:3. By providing the axis of the eccentric free rotor here, the eccentric free rotor can be rotated once in the direction of arrow F while the gear rotates in the direction of arrow T twice.

As a result, the eccentric free rotor 16 fitted in the through hole 14 can rotate within the through hole 14 without interfering with the rolling of the gear 15 accompanying the reciprocating motion of the piston 11, that is, the rotation of the crank arm 18. can. By slidably and rotatably fitting the eccentric free rotor 16 into the through hole 14, the eccentric free rotor 16 can receive the stress applied to the through hole 14 by the reciprocating motion of the piston 11. It is possible to prevent the through hole 14 and the internal gear 14a formed along the inner wall of the through hole 14 from being distorted. Therefore, it is possible to prevent the gear 15 from slipping on the internal gear 14a and from missing teeth.

The cylinder case 20 has a cylindrical cylinder 20a, as shown in FIGS.

Combustion chambers

21, 21 having a predetermined shape are formed to be connected to both end surfaces of the cylinder. The combustion chamber 21 has a spark plug 22, an intake port 23, and an exhaust port 24 at predetermined positions.

The ignition plug 22 is energized and ignited when a combustible gas mixture formed by mixing fuel and air sprayed from the carburetor or injection at a predetermined ratio is compressed by the piston 11 in the combustion chamber 21. Configured to shoot sparks. When the spark causes the combustible gas mixture to explode and burn in the combustion chamber, pressure is applied to the piston head 12 to move the piston 11 within the cylinder 20 .
The above combustible gas mixture is formed by spraying gasoline or alcohol into the air, but is not limited thereto, and combustible gas extracted from natural gas, hydrogen gas, biomass, etc. It may be an internal combustion engine that explodes or burns gas.

Alternatively, instead of the ignition plug, an injection device (not shown) that atomizes and sprays the liquid fuel may be provided, and a spray port communicating with the injection device may be provided in the combustion chamber 21 . In this case, a diesel engine can be constructed in which fuel such as light oil is sprayed into the high-temperature, high-pressure air compressed by the piston head 12 for combustion.

An intake port 23 provided in the intake port is configured to draw combustible mixed gas into the combustion chamber 21, and an intake valve (not shown) covers the intake port 23 so as to be openable and closable.
The exhaust port 24 provided in the exhaust port is configured to exhaust the exhaust gas remaining in the combustion chamber 21 after explosive combustion to the outside of the combustion chamber 21, and the exhaust port 24 is opened and closed by an exhaust valve (not shown). covered as much as possible.
The intake valve or the exhaust valve is configured to open and close the intake port 23 or the exhaust port 24 by following the rotation of the crankshaft 19, that is, the movement of the piston 11, using a cam, rocker arm, or the like.
As a result, the combustible gas mixture is alternately supplied to the

combustion chambers

21, 21 provided at the left and right ends of the cylinder 20 for explosive combustion, thereby causing the piston 11 to reciprocate left and right as shown in FIG. and the crankshaft 19 can be rotated.

The engine 10 having the above configuration operates as described below. A description will be given below with reference to the attached drawings.
FIG. 4 is an explanatory view showing the positional relationship between the two when the gear 15 rotates along the internal gear 14a as the piston 11 reciprocates in the cylinder 20a.

The ratio of the inner diameter R of the internal gear 14a formed on the inner circumference of the through hole 14 to the outer diameter r of the gear 15 supported by the crank pin 17 is 2:1. Therefore, the crank arm 18 rotates with respect to the reciprocating motion of the internal gear 14a, that is, the piston 11 having the through hole 14, as described below. Here, as shown in FIG. 4, the moving distance of the right end piston head 12 of the piston 11 is L, the starting end of the right end, that is, the position of the top dead center is L0, the end of the left end, that is, the position of the bottom dead center is L1.
FIG. 4(a) shows the case where the left end of the internal gear 14a and the left end of the gear 15 are in contact with each other, and the piston head of the piston 11 is at the top dead center L0. This is the initial position where the gear 15 starts rotating. From here, gear 15 rotates clockwise in the direction of arrow T and eccentric free rotor 16 rotates in the direction of arrow F counterclockwise.
FIG. 4(b) shows a case where the gear 15 rotates half clockwise from FIG. 4(a) and is in contact with the lower end of the internal gear 14a. At this time, the position of the right side piston head 12 becomes the position of L/2 on the forward path.
FIG. 4(c) shows a case where the gear 15 rotates clockwise from FIG. 4(a) and is in contact with the right end of the internal gear 14a. At this time, the position of the right piston head 12 becomes the position of the bottom dead center L1, and the reciprocating motion of the piston 11 turns back from here.
FIG. 4(d) shows a case where the gear 15 rotates half clockwise from FIG. 4(c) and is in contact with the upper end of the internal gear 14a. At this time, the position of the right piston head 12 becomes the position of L/2 on the way back.
Further, when the gear 15 rotates half from FIG. 4(d), the gear 15 returns to the initial position shown in FIG. 4(a). At this time, the crank arm 18 rotates once to rotate the crankshaft 19 once, and the position of the right piston head 12 returns to the top dead center L0.
By repeating the above operation, the linear reciprocating motion of the piston 11 can be converted into the rotary motion of the crankshaft 19 via the rotary motion of the gear 15 meshing with the internal gear 14a in the through hole 14. .

As shown in FIG. 4, the eccentric free rotor 16 rotates at a position along the length of the crank arm 18 from the crankshaft 19 to the crankpin 17 in accordance with the displacement of the rotation axis of the gear 15, that is, the crankpin 17. is displaced, and rotates in the counterclockwise direction (arrow F) in the direction opposite to the rotation direction of the gear 15 in the through hole 14 .
As a result, when the piston 11 reciprocates, the eccentric free rotor 16 fitted in the through hole 14 slides in the through hole 14 while displacing the axial center. is received by the eccentric free rotor 16, and the through hole 14 can be prevented from being distorted.

Next, as shown in FIG. 4, each process performed in the

combustion chambers

21, 21 when the piston 11 is reciprocated within the cylinder 20a will be described.
The engine 10 shown in FIGS. 1 to 4 is a four-stroke engine configured to repeat an intake stroke, a compression stroke, an explosion stroke, and an exhaust stroke. The operation of the right piston head 12 of the piston 11 shown in FIG. 4 will now be described.
The intake stroke is performed when the right side piston head 12 moves from the top dead center L0 toward the bottom dead center L1 as shown in FIG. 4(c) through FIG. 4(a) to FIG. 4(b). It is a process. A combustible gas mixture is thereby drawn into the combustion chamber 21 and the cylinder 20 .
The compression process is performed when the right piston head 12 moves from the bottom dead center L1 toward the top dead center L0 as shown in FIG. 4(a) through FIG. 4(c) to FIG. 4(d). It is a process. Thereby, the combustible gas mixture filled in the cylinder 20 is compressed toward the combustion chamber 21 .
The explosion process is performed when the right piston head 12 moves from the top dead center L0 toward the bottom dead center L1 as shown in FIG. 4(c) through FIG. 4(a) to FIG. 4(b). It is a process. As a result, the combustible gas mixture compressed in the combustion chamber 21 is ignited by the spark plug to generate explosive combustion.
The exhaust process is performed when the right side piston head 12 moves from the bottom dead center L1 toward the top dead center L0 as shown in FIG. 4(a) through FIG. 4(c) to FIG. 4(d). It is a process. As a result, the piston 11 pushed to the bottom dead center L1 by the explosive combustion generated in the combustion chamber 21 moves toward the top dead center L0, and the piston head 12 pushes out the exhaust gas filling the cylinder. .
Each step is repeated for the left piston head 12 of the piston 11 as well. At this time, when the intake stroke is performed on the right side, the compression stroke is performed on the left side, the compression stroke is performed on the right side, the explosion stroke is performed on the left side, and the explosion stroke is performed on the right side. , the exhaust process is performed on the left side, and when the exhaust process is performed on the right side, the intake process is performed on the left side, and each process is performed alternately on the left and right sides.
Therefore, the engine 10 shown in FIGS. 1 to 4 is a horizontally opposed two-cylinder engine configured to alternately perform each process on the left and right sides.

The engine 10A shown in FIG. 5 includes a piston 11A having a shorter piston length than the engine 10, and a cylinder case 20A having a shorter cylinder length corresponding to the piston 11A. The through hole 14, and the internal gear, gear, crank pin, crank arm, and crank shaft in the through hole 14 are the same as those of the engine 10, so the description thereof is omitted. In this way, in the

engines

10 and 10A according to this embodiment, the connecting rods are omitted and the

pistons

11 and 11A are configured to linearly reciprocate within the cylinders of the

cylinder cases

20 and 20A. It is possible to minimize the occurrence of piston slap, where the piston swings around the piston pin and collides with the bore wall surface.
Therefore, like the piston 11A shown in FIG. 5, the piston skirt length can be designed with a minimum length. As a result, the engine 10A can be constructed with a short overall length of the piston 11A, the engine 10A can be constructed compactly, and the weight can be reduced, and the amount of oil used for protecting the piston can also be reduced.

According to the engine 10 of this embodiment, the piston 11 is configured to linearly reciprocate. As a result, compared to a configuration in which the piston is linked to the crank arm by a connecting rod as in a conventional engine, it is possible to suppress rocking and vibration caused by the moment of the connecting rod due to the omission of the connecting rod. Furthermore, it is possible to omit or reduce the weight of the balance weight provided on the opposite side of the piston to offset their vibration. can.
Furthermore, since the piston 11 has a simple configuration of a substantially cylindrical body, the cylinder inner diameter, that is, the stroke amount of the bore and the piston 11 can be freely designed. It can be freely designed from a stroke to a long stroke.

Further, the shape of the piston according to this embodiment is not limited to the configuration related to the

pistons

11 and 11A shown in FIGS. It may be configured.
In the piston 11B shown in FIG. 6, the diameter of the piston 11B is smaller than the diameters of the piston skirts 13, 13 in the vicinity of the through hole 14. It has a constricted shape sandwiching the .
In the piston 11C shown in FIG. 7, the diameter of the piston 11C gradually increases from the piston skirts 13, 13 toward the vicinity of the through hole 14, and the center of the peripheral wall portion of the through hole 14 of the piston 11B expands into a substantially spherical shape. It has a rectangular shape.
In this way, by making the diameter of the vicinity of the through hole 14 different from the diameter of the piston skirts 13, 13 connected to the piston heads 12, 12, for example, in the case of FIG. A short stroke can be achieved by enlarging the bore while maintaining the size of the gear 15. In the case of FIG. can.
A piston 11D shown in FIG. 8 has a through hole 14 formed in a planar flat portion 11a connected to the piston skirts 13, 13 by notching the front and rear peripheral wall portions along the axial direction of the through hole 14. It is shaped like a As a result, compared to the substantially cylindrical piston 11, the weight of the piston 11D can be reduced by the amount corresponding to the notch.

Here, in the engine 10 shown in FIG. 1, as described above, the opposed piston heads 12, 12 explode alternately. is a horizontally opposed two-cylinder engine, and the engine 10 as a whole is configured to perform unequal interval explosions, which continue two explosion processes on the left and right sides, followed by a process in which the explosion processes are not performed on the left and right sides. there is The engine 10B is configured in order to suppress the vibration accompanying this unevenly spaced explosion.
The engine 10B shown in FIG. 9 extends the crankshaft 19 to make the engine 10 shown in FIG. Each unit is called a first unit 30 and a second unit 31 . The configurations of the respective pistons 11 and cylinder cases 20 are the same as described above, so descriptions thereof will be omitted.
Here, the phase angle of the crank formed by the crank arm 18 of the second unit 31 with respect to the crank arm 18 of the first unit 30 is 180 degrees (π). As a result, the piston on the side of the first unit 30 and the piston on the side of the second unit 31 can alternately perform reciprocating motions, thereby canceling vibrations in the horizontal direction. Further, by combining the unequal interval explosions performed by one unit and the unequal interval explosions performed by the other unit, the engine 10B as a whole can be configured to perform equidistant explosions. The equidistant explosion will be explained below.

The horizontally opposed four-cylinder engine 10B having the above configuration operates as described below. A description will be given below with reference to the attached drawings.
The phase difference between the crank angles of the first crank arm 13a and the second crank arm 13b of the horizontally opposed four-cylinder engine 10C is 180 degrees (π).
Therefore, as shown in FIG. 9, when the right piston head 12R of the piston 11 on the first unit 30 side is positioned at the bottom dead center L1 and the left piston head 12L is positioned at the top dead center L0, the second The right piston head 12R of the piston 11 on the unit 31 side is positioned at the top dead center L0, and the left piston head L is positioned at the bottom dead center L1. In this manner, the engine 10B operates in a linear reciprocating motion such that the pistons 11 of the first unit 30 and the pistons 11 of the second unit 31 alternately alternate in opposite directions.
The relationship in each process of the piston heads 12, 12 of the

units

30, 31 is shown in Table 1 below. The arrows in the table indicate the phase directions of the crank arm 18 of the first unit 30 and the crank arm 18 of the second unit 31. For example, if the arrow is "→" in the first unit 30, the phase difference is 180 degrees. It is assumed that the second unit 31, which is (π), is proceeding in the opposite direction, “←”.

In the engine 10B, as shown in Table 1, in the first line of the item number, when the left side piston head 12L of the first unit 30 is performing an intake stroke, the piston 11 of the first unit 30 moves to the right side piston head 12R. A compression stroke takes place in the right piston head 12R as it moves horizontally toward . At this time, in the second unit 31 with a phase difference of 180 degrees (π), the explosion process is performed in the right piston head 12R, and the piston 11 of the second unit 31 moves horizontally toward the left piston head 12L. An exhaust process is performed in the left piston head 12L.
The explosion process performed by the right piston head 12R of the second unit 31 in the item number line 1 is the right piston head 12R of the first unit 30 in the item number line 2, and the The left side piston head 12L and the left side piston head 12L of the second unit 31 are sequentially performed in the fourth line of the item number.
In this way, by allocating the explosion process so that the four piston heads are sequentially performed, in each process performed by the four cylinders provided at both ends of the first unit 30 and the second unit 31, one of the combustion It can be arranged that the explosion process always takes place in the chamber 21 . Therefore, when viewed as a whole engine 10B, it can be configured to perform equidistant explosions.
In addition, since the pistons 11 of the first unit 30 and the second unit 31 alternately perform linear reciprocating motions in mutually opposite directions, vibration caused by the motion of the pistons 11 can be canceled, The side pressure generated by the piston skirt pressing the inner wall of the cylinder 20 can be suppressed, and the friction loss when the piston skirt slides on the inner wall of the cylinder can be reduced. As a result, it is possible to suppress the generation of vibration or noise due to the contact between the piston and the cylinder.

Next, some examples of the engine 10 described in the first embodiment will be illustrated according to the attached drawings in accordance with other embodiments adapted to the purpose of use.
10 to 13 are explanatory diagrams showing the outline of the configuration when the four-stroke engine 10 shown in the first embodiment is replaced by two-

stroke engines

10C, 10D, 10E, and 10F.

The configuration of the piston 11 associated with the

engines

10C, 10D, and 10E is the same as that of the first embodiment, so the description is omitted. Further, with respect to the cylinder case, the basic configuration is that

combustion chambers

21, 21 of a predetermined shape are formed at both ends of a cylindrical cylinder 20a, and a spark plug 22 is arranged at a predetermined position of the combustion chamber 21. It is the same as the cylinder case 20 of the embodiment.
The difference between the engine 10 according to the first embodiment and the

engines

10C, 10D and 10E according to the second embodiment is the position of the intake port of the intake port provided at a predetermined position on the peripheral wall of the cylinder 20a and the position of the exhaust port of the exhaust port. is.
Thus, according to the engine of the second embodiment, by changing the configuration of the cylinder case 20, the configuration can be easily changed from the 4-stroke type to the 2-stroke type, or vice versa.

An engine 10C shown in FIG. 10 has a cylinder case 20B with a cylindrical cylinder 20b.

Combustion chambers

21, 21 are connected to both ends of the cylinder 20b. An intake port 23b provided with an intake port and an exhaust port 24b provided with an exhaust port are formed in the peripheral wall portion of the cylinder 20b.
The intake port 23b is formed near the bottom dead center L1 of the left and right end piston heads 12, 12 of the piston 11. As shown in FIG. The intake port having the intake port 23b is configured to be branched in a T-shape so as to be able to intake combustible mixed gas into the combustion chambers at both left and right ends. A piston reed valve 35 is arranged in the vicinity of the intake port 23b so that the combustible mixed gas can be sucked in one direction toward the cylinder 20. As shown in FIG. As a result, it is possible to prevent backflow of combustible mixed gas or post-explosion exhaust gas from the cylinder 20b side into the intake port.
The exhaust ports 24b are formed in the vicinity of the combustion chamber 21 and in the vicinity of the top dead center L0 of the piston heads 12, 12, respectively.
Thus, the engine 10C shown in FIG. 10 has a configuration called a so-called piston-reed-valve two-stroke engine.

Although the illustration of the ignition plug 22 is omitted in FIG. 10, as in the engine described in the first embodiment, a combustible fuel is formed by mixing fuel and air sprayed from the carburetor or injection at a predetermined ratio. When the gas mixture is compressed by the piston 11 within the combustion chamber 21 , it is configured to cause a spark to fly from the electrode of the spark plug 22 . When the spark causes the combustible gas mixture to explode and burn in the combustion chamber, pressure is applied to the piston head 12 to move the piston 11 . Also, as described in the first embodiment, the combustible gas mixture is formed by spraying gasoline or alcohol into the air, but is not limited thereto, and may be natural gas, hydrogen gas or It may be an internal combustion engine that explodes or burns combustible gas extracted from biomass or the like. Further, instead of the ignition plug, an injection device (not shown) for atomizing the liquid fuel may be provided, and a spray port communicating with the injection device may be provided in the combustion chamber 21 . In this case, a diesel engine can be constructed in which fuel such as light oil is sprayed into the high-temperature, high-pressure air compressed by the piston head 12 for combustion.

The engine 10C having the above configuration operates by performing an intake/compression stroke and a combustion/exhaust/scavenging stroke while the piston 11 makes one reciprocation.
The intake/compression process refers to the process of taking in and compressing the combustible gas mixture into the cylinder 20b and the

combustion chambers

21,21. In this process, when the piston 11 is at the bottom dead center L1, the intake port 23b and the exhaust port 24b are exposed in the cylinder 20b, and the piston head 12 moves to the bottom dead center L1, thereby creating negative pressure in the cylinder 20b. , a combustible gas mixture is taken in through the intake port.
Since the piston reed valve 35 closes the intake port after intake, it is possible to prevent exhaust gas from flowing back into the intake port. Then, when the piston head 12 moves from the bottom dead center L1 toward the top dead center L0, and the intake port 23b and the exhaust port 24b are sequentially closed, the piston head 12 moves toward the combustion chamber 21 and discharges the combustible gas mixture. Compress.
In the combustion/exhaust/scavenging process, the compressed combustible mixed gas is combusted and exploded, the exhaust gas after the explosion is exhausted, and when the combustible mixed gas is newly taken in, the exhaust gas is pushed out from the cylinder 20b. It means the process of scavenging. In this process, the compressed combustible mixed gas is ignited by a spark plug (not shown) provided in the combustion chamber 21 and explodes, and the combustion pressure causes the piston head 12 to move from the top dead center L0 to the bottom dead center L1 move towards At this time, the exhaust port 24b is first exposed in the cylinder 20b, the exhaust gas is exhausted, and a negative pressure is generated in the cylinder 20b whose volume is still expanding. Then, when the intake port 23b is exposed, the combustible mixed gas is drawn into the cylinder 20b. Since the piston reed valve 35 closes the intake port after intake, exhaust gas can be prevented from flowing back into the intake port. When the piston head 12 moves from the bottom dead center L1 toward the top dead center L0, residual exhaust gas in the cylinder 20b is scavenged from the exhaust port.

An engine 10D shown in FIG. 11 has the same configuration of a piston 11 and a cylinder 20b as that of the engine 10C described above, so description thereof will be omitted. The difference between the engine 10C and the engine 10D is the presence or absence of the crankcase 36. As shown in FIG. The crankcase 36 accommodates the crankshaft 19 and the crank arm 18 and surrounds the vicinity of the through hole 14 of the piston 11 together with the cylinder 20b.
An intake port having an intake port 23c along the radial direction of the crankshaft 19 is formed in communication with the crankcase 36 . As a result, the combustible mixed gas is drawn into the crankcase 36 from the intake port 23c through the intake port. A crankcase reed valve 37 is arranged in the intake port. As a result, it is possible to prevent backflow of combustible mixed gas or post-explosion exhaust gas from the crankcase 36 side into the intake port.
Further, both ends of the cylinder 20b, which is connected to the crankcase 36 and the

combustion chambers

21, 21, are communicated with a pair of bypass ports 38 so that the combustible gas mixture can be supplied from the crankcase 38 to the

combustion chambers

21, 21. there is A cylinder-side open end 38 a of the bypass is formed near the bottom dead center L 1 of the piston head 12 .
In this embodiment, a schematic configuration of the crankcase 36 is shown. have a room. The intake and exhaust pressure regulating chamber communicates with

combustion chambers

21, 21 connected to both ends of the cylinder 20b through a bypass port 38. Each of the intake and exhaust pressure regulating chambers is constructed such that when the eccentric free rotor 16 rotating along the crankshaft 19 pressurizes one chamber by its rotation, the other chamber is decompressed. As a result, decompression and pressurization are alternately performed in the intake/exhaust pressure regulating chamber. During decompression, the combustible mixed gas is supplied from the intake port 23c, and then the pressurized combustible mixed gas is burned through the bypass port 38 Air is drawn into chamber 21 .
On the other hand, the exhaust port 24b provided in the exhaust port is formed near the top dead center L0 of the piston head 12 on the combustion chamber 21 side, as in the engine 10C.
Thus, the engine 10D shown in FIG. 11 has a configuration called a so-called crankcase reed valve type two-stroke engine.

Although the illustration of the spark plug 22 is omitted in FIG. 11, a combustible spark plug 22 formed by mixing fuel and air sprayed from the carburetor or injection in a predetermined ratio is similar to the engine described in the first embodiment. When the gas mixture is compressed by the piston 11 within the combustion chamber 21 , it is configured to cause a spark to fly from the electrode of the spark plug 22 . When the spark causes the combustible gas mixture to explode and burn in the combustion chamber, pressure is applied to the piston head 12 to move the piston 11 . Also, as described in the first embodiment, the combustible gas mixture is formed by spraying gasoline or alcohol into the air, but is not limited thereto, and may be natural gas, hydrogen gas or It may be an internal combustion engine that explodes or burns combustible gas extracted from biomass or the like. Further, instead of the ignition plug, an injection device (not shown) for atomizing the liquid fuel may be provided, and a spray port communicating with the injection device may be provided in the combustion chamber 21 . In this case, a diesel engine can be constructed in which fuel such as light oil is sprayed into the high-temperature, high-pressure air compressed by the piston head 12 for combustion.

Like the engine 10C, the engine 10D having the above configuration operates by performing an intake/compression stroke and a combustion/exhaust/scavenging stroke while the piston 11 reciprocates once. Since these operations are the same as those of the engine 10C, description thereof will be omitted.
The difference in operation between the engine 10D shown in FIG. 11 and the engine 10C is due to the difference between the crankcase reed valve 37 and the bypass port 38 provided in the engine 10D and the piston reed valve 35 provided in the engine 10C. It is a thing.
In the case of the engine 10D, the combustible gas mixture is decompressed by the eccentric free rotor 16 in the crankcase 36 and taken into the intake/exhaust pressure regulating chamber on the side where the negative pressure is generated. On the other hand, the combustible gas mixture filled in the intake/exhaust pressure regulating chamber is pressurized by the eccentric free rotor. By alternately repeating depressurization and pressurization in this manner, the combustible gas mixture can be alternately fed into the

combustion chambers

21, 21 connected to the left and right ends of the cylinder 20b.
In the intake/compression stroke, when the piston head 12 is positioned at the bottom dead center L1, the combustible gas mixture pressurized in the intake/exhaust pressure regulating chamber passes through the open end 38a of the bypass port 38 to the cylinder 20b. Inhale. Thereafter, when the piston head 12 moves from the bottom dead center L1 to the top dead center L0 and the exhaust port 24b is closed, the combustible gas mixture is compressed in the combustion chamber 21.
Subsequently, in the combustion/exhaust/scavenging process, the compressed combustible mixed gas is ignited, explodes and burns, and presses the piston head 12 with the combustion pressure. When the piston head 12 moves from the top dead center L0 to the bottom dead center L1, the exhaust port 24b is first exposed and the exhaust gas is exhausted. Here, while negative pressure is generated in the combustion chamber 21 and the cylinder 20b as the piston head 12 moves, the eccentric free rotor 16 presses the combustible gas mixture in the intake and exhaust pressure regulating chamber of the crankcase 36. pressured. When the piston head 12 further moves, the open end 38a of the bypass port 38 is exposed, the combustible gas mixture pressurized in the intake/exhaust pressure regulating chamber is sucked into the cylinder 20b, and the exhaust gas remaining in the cylinder 20b Gas is scavenged from exhaust port 24b.
In this way, in the engine 10D, the eccentric free rotor 16 pressurizes the combustible gas mixture in the intake and exhaust pressure regulating chambers communicating with the left and right cylinders 20b and the

combustion chambers

21, 21 in the crankcase 36, to the cylinders 20b. It can be pumped in or decompressed to create a negative pressure to inhale through the intake port. As a result, the intake efficiency for combustible mixed gas and the exhaust/scavenging efficiency for exhaust gas can be improved to improve fuel efficiency.

The engine 10E shown in FIG. 12 differs from the

engines

10C and 10D in the shape of the eccentric free rotor 16. As shown in FIG. The eccentric free rotor 16 has a pair of notch portions 16b formed by notching predetermined positions of the peripheral edge portion 16a in an arc shape.
The engine 10E also has a crankcase 36 that accommodates the crankshaft 19 and the crank arm 18 and that surrounds the cylinder 20b. An intake port having an intake port 23d is connected to the crankcase 36 along the axial direction of the crankshaft.
The intake port 23 d is arranged so as to face the peripheral edge portion 16 a and the notch portion 16 b of the eccentric free rotor 16 . As a result, the combustible gas mixture sucked into the crankcase 36 through the intake port flows back into the intake port when the intake port 23d overlaps the peripheral edge portion 16a and is closed. can be prevented. On the other hand, when the intake port 23d overlaps with the notch 16b and is exposed inside the crankcase 36, the combustible gas mixture can be taken into the crankcase 36. As shown in FIG. Since the eccentric free rotor 16 rotates in synchronism with the rotation of the crankshaft 19, it is predetermined that the intake port 23d is opened by exposing it at the notch portion 16b and is closed by covering it with the peripheral edge portion 16a. can be repeated in a cycle of
Further, the crankcase 36 and the

combustion chambers

21, 21 provided at the left and right ends of the cylinder 20b are connected by a pair of bypass ports 38, so that the combustible gas mixture can be supplied from the crankcase 36 to the

combustion chambers

21, 21. there is A cylinder side open end 38 a of the bypass port 38 is formed near the bottom dead center L1 of the piston head 12 .
In this embodiment, a schematic configuration of the crankcase 36 is shown. have a room. The intake and exhaust pressure regulating chamber communicates with

combustion chambers

21, 21 connected to both ends of the cylinder 20b through a bypass port 38. Each of the intake and exhaust pressure regulating chambers is constructed such that when the eccentric free rotor 16 rotating along the crankshaft 19 pressurizes one chamber by its rotation, the other chamber is decompressed. As a result, decompression and pressurization are alternately performed in the intake/exhaust pressure regulating chamber. During decompression, the combustible gas mixture is supplied from the intake port 23d overlapping the notch 16b, and then the pressurized combustible gas mixture. is taken into the combustion chamber 21 through the bypass port 38 . Here, while the eccentric free rotor 16 rotates once, that is, while the piston makes one reciprocation, the pressurization process and the depressurization process are sequentially performed in each of the intake and exhaust pressure regulating chambers. In order to sequentially feed the combustible gas mixture into the

chambers

21, 21, the notch 16b is arranged opposite to a predetermined position on the periphery of the eccentric free rotor 16. As shown in FIG. As a result, the combustible gas mixture can be alternately sent through the bypass port 38 to the

combustion chambers

21, 21 at the left and right ends of the engine 10E shown in FIG.
On the other hand, the exhaust port 24b provided in the exhaust port is formed near the top dead center L0 of the piston head 12 on the combustion chamber 21 side, as in the

engines

10C and 10D.
In this manner, the engine 10E shown in FIG. 12 has a configuration called a so-called rotary disc valve type two-stroke engine.

Although the illustration of the ignition plug 22 is omitted in FIG. 12, as in the engine described in the first embodiment, a combustible fuel is formed by mixing fuel and air sprayed from the carburetor or injection at a predetermined ratio. When the gas mixture is compressed by the piston 11 within the combustion chamber 21 , it is configured to cause a spark to fly from the electrode of the spark plug 22 . When the spark causes the combustible gas mixture to explode and burn in the combustion chamber, pressure is applied to the piston head 12 to move the piston 11 . Also, as described in the first embodiment, the combustible gas mixture is formed by spraying gasoline or alcohol into the air, but is not limited thereto, and may be natural gas, hydrogen gas or It may be an internal combustion engine that explodes or burns combustible gas extracted from biomass or the like. Further, instead of the ignition plug, an injection device (not shown) for atomizing the liquid fuel may be provided, and a spray port communicating with the injection device may be provided in the combustion chamber 21 . In this case, a diesel engine can be constructed in which fuel such as light oil is sprayed into the high-temperature, high-pressure air compressed by the piston head 12 for combustion.

Like the

engines

10C and 10D, the engine 10E having the above configuration operates by performing an intake/compression stroke and a combustion/exhaust/scavenging stroke while the piston 11 reciprocates once. Since these operations are the same as those of the engine 10C, description thereof will be omitted.
The difference in operation between the engine 10E shown in FIG. 12 and the engine 10D shown in FIG. The difference is between the intake ports provided along the crankshaft and the intake ports provided along the radial direction of the crankshaft.
In the case of the engine 10E, when the intake port 23d overlapping the notch 16b is exposed to the intake/exhaust pressure regulating chamber as the eccentric free rotor 16 rotates, the pressure in the intake/exhaust pressure regulating chamber is reduced by the eccentric free rotor 16. As a result, the combustible mixed gas is smoothly drawn into the intake/exhaust pressure regulating chamber. After that, when the peripheral portion 16a of the eccentric free rotor 16 covers and closes the intake port 23d, the inside of the intake/exhaust pressure regulating chamber is pressurized, and the air is drawn through the bypass port 38 into the cylinder 20b. When the timing of decompression and pressurization in the intake/exhaust pressure regulating chamber is overlapped with the intake/compression process and the explosion/exhaust/scavenging process of the two-stroke engine, the following results are obtained.
In the intake/compression stroke, when the piston head 12 is positioned at the bottom dead center L1, the combustible gas mixture pressurized in the intake/exhaust pressure regulating chamber is drawn into the cylinder through the open end 38a of the bypass port 38. be done. Thereafter, when the piston head 12 moves from the bottom dead center L1 to the top dead center L0 and the exhaust port 24b is closed, the combustible gas mixture is compressed in the combustion chamber 21.
Subsequently, in the combustion/exhaust/scavenging process, the compressed combustible mixed gas is ignited, explodes and burns, and presses the piston head 12 with the combustion pressure. When the piston head 12 moves from the top dead center L0 to the bottom dead center L1, the exhaust port 24b is first exposed and the exhaust gas is exhausted. Negative pressure is generated in the combustion chamber 21 and the cylinder 20b as the piston head 12 moves, while the combustible gas mixture is pressurized by the eccentric free rotor 16 on the intake/exhaust pressure regulating chamber side. . Further movement of the piston head 12 exposes the open end 38a of the bypass port 38, allowing the pressurized combustible gas mixture to be drawn into the cylinder 20b and scavenging any remaining exhaust gases through the exhaust port 24b.
In this manner, in the engine 10E, the combustible gas mixture can be alternately drawn into the left and

right combustion chambers

21, 21 while the eccentric free rotor 16 rotates once within the through hole 14. As a result, the intake efficiency for combustible mixed gas and the exhaust/scavenging efficiency for exhaust gas can be improved to improve fuel efficiency.

An engine 10F shown in FIG. 13 is a horizontally opposed four-cylinder engine based on the crankcase reed valve type two-stroke engine 10D.
The engine 10F is composed of a third unit 40 and a fourth unit 41 each including the horizontally opposed two-cylinder engine of the engine 10D as one unit. The configuration of the piston 11 and the cylinder 20b of each unit is the same as that of the engine 10D, so the explanation is omitted.
The third unit 40 and the fourth unit 41 are arranged side by side along the crankshaft 19 direction. The crankcase 36A of the engine 10F is provided so as to surround the vicinity of the crankshaft 19 of the third unit 40 and the fourth unit 41 together with the cylinder 20b.
The engine 10F has a crank arm 18 associated with the third unit 40 and a crank arm 18 associated with the fourth unit 31, as shown in FIG. The crank arms 18 are opposed to each other with the crankshaft 19 interposed therebetween, and are configured to form a crank angle of 180 degrees (π) with each other.
The crankcase 36A is provided with an intake port having an intake port 23c along the radial direction of the crankshaft 19 between the third unit 40 and the fourth unit 41, and the intake port is provided with an intake port 23c similar to that of the engine 10D. is provided with a crankcase reed valve (not shown). Furthermore, a bypass port 38 is provided between the crankcase 36A and the cylinder 20b so as to communicate with the

combustion chambers

21, 21 of the third unit 40 and the fourth unit 41. As shown in FIG.
In this embodiment, a schematic configuration of the crankcase 36A is shown. have a room. The intake/exhaust pressure regulating chamber communicates with

combustion chambers

21, 21 connected to both ends of the cylinder 20b of each

unit

40, 41 through a bypass port 38. Each of the intake and exhaust pressure regulating chambers is constructed such that when the eccentric free rotor 16 rotating along the crankshaft 19 pressurizes one chamber by its rotation, the other chamber is decompressed. As a result, decompression and pressurization are alternately performed in the intake/exhaust pressure regulating chamber. During decompression, the combustible mixed gas is supplied from the intake port 23c, and then the pressurized combustible mixed gas is burned through the bypass port 38 Air is drawn into chamber 21 .
On the other hand, the exhaust port 24b provided in the exhaust port is formed near the top dead center L0 of the piston head 12 on the combustion chamber 21 side, as in the engine 10D described above.
In addition, the spark plug 22, similarly to the engine described in the first embodiment, has a combustible gas mixture formed by mixing fuel and air sprayed from the carburetor or injection at a predetermined ratio. When compressed by the piston 11 at , a spark is emitted from the electrode of the ignition plug 22 . When the spark causes the combustible gas mixture to explode and burn in the combustion chamber, pressure is applied to the piston head 12 to move the piston 11 . Also, as described in the first embodiment, the combustible gas mixture is formed by spraying gasoline or alcohol into the air, but is not limited thereto, and may be natural gas, hydrogen gas or It may be an internal combustion engine that explodes or burns combustible gas extracted from biomass or the like. Further, instead of the ignition plug, an injection device (not shown) for atomizing the liquid fuel may be provided, and a spray port communicating with the injection device may be provided in the combustion chamber 21 . In this case, a diesel engine can be constructed in which fuel such as light oil is sprayed into the high-temperature, high-pressure air compressed by the piston head 12 for combustion.
As described above, the engine 10F shown in FIG. 13 has a configuration in which a so-called crankcase reed valve type two-stroke engine is assembled with horizontally opposed four cylinders.

The engine 10F having the above configuration operates as described below. A description will be given below with reference to the attached drawings.
The crank angle phase difference between the crank arm 18 of the third unit 40 and the crank arm 18 of the fourth unit 41 is 180 degrees (π).
Therefore, as shown in FIG. 13, when the right piston head 12R of the third unit 40 is positioned at the bottom dead center L1 and the left piston head 12L is positioned at the top dead center L0, the right side of the fourth unit 41 The piston head 12R is positioned at the top dead center L0, and the left piston head 12L is positioned at the bottom dead center L1. In this way, the left and right piston heads 12R, 12L of the

third unit

40, 12R, 12L, The left and right piston heads 12R and 12L of the fourth unit 41 operate so as to perform linear reciprocating motion in opposite directions.
Table 2 below shows the relationship in each process of the piston heads 12R and 12L of the

units

40 and 41. The arrows in the table represent the direction of the phase of the crank arm 18. For example, when the piston 11 moves according to the arrow "→" in the third unit 40, the phase difference is 180 degrees (π) in the fourth unit 41. , the piston 11 is moving in the opposite direction "←".

As shown in Table 2, in the first line of item number, when the left piston head 12L of the third unit 40 is performing the intake/compression stroke, the piston 11 of the same unit 40 moves toward the left piston head 12L. Since the piston head 12R moves horizontally, combustion, exhaust, and scavenging processes are performed on the right side of the piston head 12R. At this time, in the fourth unit 41, which has a phase difference of 180 degrees (π) with the third unit 40, the right piston head 12R performs an intake/compression process, and the piston 11 of the fourth unit 41 moves to the right piston head 12R. , and the left piston head 12L performs combustion, exhaust, and scavenging processes.
On the second line of the item number, on the contrary, the right piston head 12R of the third unit 40 and the left piston head 12L of the fourth unit 41 perform the intake/compression process. The right piston head 12R of the 4 unit 41 performs combustion, exhaust, and scavenging strokes.
Thus, in the engine 10F, the third unit 40 and the fourth unit 41 can be configured so that the explosion process is always performed in one of the cylinders 20. FIG. Therefore, evenly spaced explosions can be performed in the entire engine 10F.
In addition, since the pistons 11 of the third unit 40 and the fourth unit 41 alternately perform linear reciprocating motions in mutually opposite directions, vibration caused by the motion of the pistons 11 can be canceled, The side pressure generated by the piston skirt 13 pressing the inner wall of the cylinder 20 can be suppressed, and the friction loss when the piston skirt 13 slides on the inner wall of the cylinder can be reduced. As a result, it is possible to suppress the occurrence of vibration or noise due to the contact between the piston 11 and the cylinder 20b.
Although the description is omitted, even if a horizontally opposed four-cylinder engine is configured based on the piston reed valve type engine 10C and the rotary disk valve type engine 10E, the same crankcase reed valve type engine can be used. effect can be obtained.

In the above description, the horizontally opposed four-cylinder engine was exemplified, but the number of cylinders related to the horizontally opposed engine is not limited to these. A horizontally opposed engine of 6 cylinders, 8 cylinders, 10 cylinders, 12 cylinders, 16 cylinders, etc. may be constructed. In this case, the phase difference between each unit is set to a predetermined angle such as 120 degrees (4π/3), 72 degrees (π/5), 60 degrees (π/3), 45 degrees (π/4), etc. Preferably, by setting the crank arm 18 provided in each unit so that it is arranged in a well-balanced manner around the circumference of the crankshaft 19, vibrations such as primary vibration, couple vibration, secondary vibration, etc. can be made to cancel each other out.
In any of the above cases, a balance weight may be attached to the crankshaft 19 to suppress vibration.
In each engine configured as described above, the length of the crank arm 18 that revolves around the crankshaft 19 can be made shorter than the length of the crank arm provided in the conventional engine, so the moment of inertia that revolves around the crankshaft 19 can be reduced to It is possible to reduce the weight of the counterbalance weight. Furthermore, conventional connecting rods, in which the distal end reciprocates and the proximal end rotates, generate vibration due to the reciprocating motion and vibration due to the rotating motion. According to this, it is possible to eliminate the vibration component and the cause of vibration caused by the operation of the connecting rod. As a result, it is possible to eliminate the influence of the movement of the connecting rod among the vibrations such as the primary vibration, the couple vibration, and the secondary vibration that occur in the engine.

Next, another embodiment of the engine of the present invention will be described with reference to the accompanying drawings.
FIG. 14 is an explanatory diagram showing the outline of the configuration of the piston provided in the engine according to the third embodiment, and FIG. 15 is a plan view showing the outline of the construction of the engine according to the third embodiment.

The engine 10G, as shown in FIG. 15, has a piston 11B and a cylinder case 20C.
As shown in FIG. 14, the piston 11B comprises a pair of

small diameter portions

50, 50 and a large diameter portion 51 sandwiched between the

small diameter portions

50, 50 along the axial direction of the piston 11B.
The small-

diameter portions

50, 50 have piston heads 12, 12 on the end faces opposite to the large-diameter portion 51, respectively, and a piston skirt 13 is formed to connect the piston heads 12, 12 to the large-diameter portion 51 side.
The large diameter portion 51 is formed on the same axis as the

small diameter portions

50, 50 and the piston 11B. Shoulder portions 52 are formed on both end surfaces of the large-diameter portion 51 that are in contact with the small-

diameter portions

50 , 50 . A through-hole 14 having a predetermined inner diameter is formed along the radial direction of the large-diameter portion 51 at the center of the peripheral wall portion of the large-diameter portion 51 .

The through hole 14 has an internal gear 14a as shown in FIG. The internal gear 14 a is configured by arranging teeth cut along the axial direction of the through hole 14 along the circumferential direction of the inner wall of the through hole 14 .
A gear 15 and an eccentric free rotor 16 are arranged in the through hole 14, as shown in FIG.
The gear 15 has teeth cut along the axial direction, and is configured to be able to roll by meshing with the internal gear 14a. The ratio of the diameter r of the gear 15 and the inner diameter R of the internal gear 14a is set to 1:2.
The eccentric free rotor 16 is formed in a disc shape having substantially the same diameter as the inner diameter of the through hole 14 and is fitted in the through hole 14 so as to be slidable and rotatable. The axial center of the eccentric free rotor 16 divides the diameter of the eccentric free rotor 16 into four equal parts, and is provided at a position where the ratio of the minor axis to the major axis is 1:3.
The gear 15 and the eccentric free rotor 16 are supported by a crankpin 17 .

The crank arm 18 has a crankpin 17 at its distal end and a crankshaft 19 at its proximal end.
The crank arm 18 is configured to rotate the crankshaft 19 once when the gear 15 completes one turn along the internal gear 14a. Since the relationship between the gear and the internal gear is the same as that of the engine 10 of the first embodiment, the explanation is omitted. Also, the eccentric free rotor 16 is the same as the engine 10 described in the first embodiment, so the description is omitted.

As shown in FIG. 15, the cylinder case 20C comprises a pair of cylinders 20c into which the

small diameter portions

50, 50 of the piston 11B are fitted, and a housing 53 into which the large diameter portion 51 is fitted.

Combustion chambers

21, 21 having a predetermined shape are formed on the opposite side of the cylinder 20c to the housing 53. As shown in FIG. The combustion chamber 21 is provided with an ignition plug 22 and an exhaust port having an exhaust port 24c at a predetermined position.

The ignition plug 22 is energized and ignited when a combustible gas mixture formed by mixing fuel and air sprayed from the carburetor or injection at a predetermined ratio is compressed by the piston 11 in the combustion chamber 21. Configured to shoot sparks. When the spark causes the combustible gas mixture to explode and burn in the combustion chamber, pressure is applied to the piston head 12 to move the piston 11 within the cylinder 20c.
The above combustible gas mixture is formed by spraying gasoline or alcohol into the air, but is not limited thereto, and combustible gas extracted from natural gas, hydrogen gas, biomass, etc. It may be an internal combustion engine that explodes or burns gas.

An exhaust port having an exhaust port 24c communicates with the combustion chamber 21 and has an exhaust valve 54 that covers the exhaust port 24c. The exhaust valve 54 is configured to periodically open and close the exhaust port 24c by following the rotation of the crankshaft 19, that is, the movement of the piston 11B, using a cam, a rocker arm, or the like. As a result, when the exhaust port 24c is closed, the pressure in the combustion chamber 21 can be increased, and when the exhaust port 24c is open, the explosive combustion residuals remaining in the cylinder 20c and in the combustion chamber 21 can be increased. of exhaust gas can be exhausted and scavenged out of the cylinder 20c and the combustion chamber 21.

Also, as shown in FIG. 15, an intake port having an intake port 23b communicates with the peripheral wall of the cylinder 20c near the housing 53 side. Piston reed valves 35 capable of unidirectionally inhaling into the left and right cylinders 20c are arranged in the intake ports. As a result, the left and right cylinders 20c are configured so that the combustible gas mixture is periodically drawn.

As shown in FIG. 15, the housing 53 has a length that allows the large diameter portion 51 of the piston 11B to linearly reciprocate. Further, the shoulder portion 52 of the piston 11B is configured to face the stepped connecting portion between the housing 53 and the cylinder 20c. This can prevent the small-diameter portion 50 fitted to the cylinder 20c from coming off from the cylinder 20b.
In addition, since a space is formed between the housing 53 and the small diameter portion 50 that is pulled out, excess oil out of the oil that lubricates the inside of the cylinder case 20C accumulates in the space through the piston skirt 13. In addition, the shoulder portion 52 can re-supply the oil stored in the space to the piston skirt 13 side.
The shoulder portion 52 can push back into the cylinder 20c the combustible gas mixture that has leaked from the cylinder 20c through the gap between the piston skirt 13 and the cylinder 20c.

The engine 10G having the above configuration has a configuration corresponding to the piston lead valve type engine 10C shown in FIG.

An engine 10H shown in FIG. 16 is a horizontally opposed four-cylinder engine based on the above-described engine 10G.
The engine 10H is composed of a fifth unit 60 and a sixth unit 61, each of which is a horizontally opposed two-cylinder engine related to the engine 10G. Since the configuration of each

unit

60, 61 is the same as that of the engine 10G, description thereof will be omitted.
The fifth unit 60 and the sixth unit 61 are arranged side by side along the crankshaft 19 direction.
The engine 10H has a crank arm 18 associated with the fifth unit 60 and a crank arm 18 associated with the sixth unit 61, as shown in FIG. The crank arms 18 are arranged opposite to each other with the crankshaft 19 interposed therebetween, and are configured to form a crank angle of 180 degrees (π) with each other.

An intake port 23b is provided at a predetermined position of the cylinder 20c near the bottom dead center L1 of the small diameter portion 50 of the piston 11B. As shown in FIG. 16, the intake port provided with the intake port 23b is formed in a T shape so as to communicate with the respective intake ports 23b of the fifth unit 60 and the sixth unit 61 facing each other. 35.
Similarly, an exhaust port having an exhaust port 24c and an exhaust valve 54 is formed in a T shape so as to communicate with the exhaust ports 24c of the fifth unit 60 and the sixth unit 61 facing each other.
As a result, the combustible gas mixture can be drawn into the cylinders 20c and the combustion chambers 21 of both the fifth unit 60 and the sixth unit 61, and the exhaust gas can be exhausted and scavenged from the cylinders 20c.

Further, the ignition plug 22, similarly to the engine described in the first embodiment, has a combustible gas mixture formed by mixing fuel and air sprayed from the carburetor or injection at a predetermined ratio. When compressed by the piston 11 at , a spark is emitted from the electrode of the spark plug 22 . When the spark causes the combustible gas mixture to explode and burn in the combustion chamber, pressure is applied to the piston head 12 to move the piston 11 . Also, as described in the first embodiment, the combustible gas mixture is formed by spraying gasoline or alcohol into the air, but is not limited thereto, and may be natural gas, hydrogen gas or It may be an internal combustion engine that explodes or burns combustible gas extracted from biomass or the like. Further, instead of the ignition plug, an injection device (not shown) for atomizing the liquid fuel may be provided, and a spray port communicating with the injection device may be provided in the combustion chamber 21 . In this case, a diesel engine can be constructed in which fuel such as light oil is sprayed into the high-temperature, high-pressure air compressed by the piston head 12 for combustion.
In this manner, the engine 10H shown in FIG. 16 has a configuration in which a so-called piston lead valve type two-stroke engine is assembled into horizontally opposed four cylinders.

The engine 10H having the above configuration operates as described below. A description will be given below with reference to the attached drawings.
The crank angle phase difference between the crank arm 18 of the fifth unit 60 and the crank arm 18 of the sixth unit 61 is 180 degrees (π).
Therefore, as shown in FIG. 16, when the right piston head 12R of the sixth unit 61 is positioned at the bottom dead center L1 and the left piston head 12L is positioned at the top dead center L0, the right side of the fifth unit 60 The piston head 12R is positioned at the top dead center L0, and the left piston head 12L is positioned at the bottom dead center L1. In this way, the left and right piston heads 12R, 12L of the fifth unit 60, and the left and right piston heads 12R, 12L, The left and right piston heads 12R, 12L of the sixth unit 61 operate so as to linearly reciprocate in opposite directions. Since this operation conforms to the operation of the engine 10F, detailed description thereof will be omitted.
Thus, in the engine 10H, the fifth unit 60 and the sixth unit 61 can be configured so that the explosion process is always performed in one of the cylinders 20c. Therefore, evenly spaced explosions can be performed in the entire engine 10H.
In addition, since the respective pistons 11B of the fifth unit 60 and the sixth unit 61 alternately perform linear reciprocating motions in directions opposite to each other, vibration caused by the motion of the pistons 11B can be canceled, The side pressure generated by the piston skirt 13 pressing the inner wall of the cylinder 20c can be suppressed, and the friction loss when the piston skirt 13 slides on the inner wall of the cylinder 20c can be reduced. As a result, it is possible to suppress the occurrence of vibration or noise due to the contact between the piston 11 and the cylinder 20c.

Although the horizontally opposed 4-cylinder engine was exemplified above, the number of cylinders related to the horizontally opposed engine is not limited to these. A horizontally opposed engine with cylinders, 10 cylinders, 12 cylinders, 16 cylinders, etc. may be constructed. In this case, the phase difference between each unit is set to a predetermined angle such as 120 degrees (4π/3), 72 degrees (π/5), 60 degrees (π/3), 45 degrees (π/4), etc. Preferably, by setting the crank arm 18 provided in each unit so that it is arranged in a well-balanced manner around the circumference of the crankshaft 19, vibrations such as primary vibration, couple vibration, secondary vibration, etc. can be made to cancel each other out.
In any of the above cases, a balance weight may be attached to the crankshaft 19 to suppress vibration.
In each engine configured as described above, the length of the crank arm 18 that revolves around the crankshaft 19 can be made shorter than the length of the crank arm provided in the conventional engine, so the moment of inertia that revolves around the crankshaft 19 can be reduced to It is possible to reduce the weight of the counterbalance weight. Furthermore, conventional connecting rods, in which the distal end reciprocates and the proximal end rotates, generate vibration due to the reciprocating motion and vibration due to the rotating motion. According to this, it is possible to eliminate the vibration component and the cause of vibration caused by the operation of the connecting rod. As a result, it is possible to eliminate the influence of the movement of the connecting rod among the vibrations such as the primary vibration, the couple vibration, and the secondary vibration that occur in the engine.

Next, another embodiment of the engine of the present invention will be described with reference to the accompanying drawings.
FIG. 17 is an explanatory diagram showing the outline of the configuration of the engine according to the fourth embodiment.

The engine 10I, as shown in FIG. 17, has a piston 11C and a cylinder case 20D that houses the piston 11C.
The piston 11C has piston heads 12, 12 at both left and right ends, and a through hole 14 at the center of the peripheral wall.

As shown in FIG. 17, the cylinder case 20D has a cylinder 20d with a combustion chamber 65 on one side and an intake/exhaust pressure regulating chamber 66 on the other side. A piston 11C housed in the cylinder 20d is configured to slide between the combustion chamber 65 and the intake/exhaust pressure regulating chamber 66 to reciprocate.
The combustion chamber 65 has an exhaust port 68 with a spark plug 22 and an exhaust port 67 in place.

The ignition plug 22 is energized and ignited when a combustible gas mixture formed by mixing fuel and air sprayed from the carburetor or injection at a predetermined ratio is compressed by the piston 11C in the combustion chamber 65. Configured to shoot sparks. When the spark causes the combustible gas mixture to explode and burn in the combustion chamber, pressure is applied to the piston head 12 to move the piston 11 within the cylinder 20d.
The above combustible gas mixture is formed by spraying gasoline or alcohol into the air, but is not limited thereto, and combustible gas extracted from natural gas, hydrogen gas, biomass, etc. It may be an internal combustion engine that explodes or burns gas.

Alternatively, instead of the ignition plug 22, an injection device (not shown) that atomizes and sprays the liquid fuel may be provided, and a spray port communicating with the injection device may be provided in the combustion chamber 65. In this case, a diesel engine can be constructed in which fuel such as light oil is sprayed into the high-temperature, high-pressure air compressed by the piston head 12 for combustion.

An exhaust port 68 having an exhaust port 67 communicates with the combustion chamber 65 and has an exhaust valve 69 that covers the exhaust port 67 . The exhaust valve 69 is configured to periodically open and close the exhaust port 67 by following the rotation of the crankshaft 19, that is, the movement of the piston 11C, using a cam, a rocker arm, or the like. Thereby, when the exhaust port 67 is closed, the pressure in the combustion chamber 65 can be increased, and when the exhaust port 67 is open, the explosive combustion residuals remaining in the cylinder 20d and in the combustion chamber 65 can be increased. of exhaust gas can be exhausted and scavenged out of cylinder 20d and combustion chamber 65.

An intake port 70 having an intake port 71 communicates with the intake/exhaust pressure regulating chamber 66 . The intake port 70 has a reed valve 72 that regulates the flow of the combustible gas mixture in one direction.

The combustion chamber 65 and the intake/exhaust pressure regulating chamber 66 communicate with each other through a bypass port 73 . An open end 73a of the bypass port 73 on the intake/exhaust pressure regulating chamber 66 side is provided between the intake port 71 of the intake port 70 and the lead valve 72, and an open end 73b on the combustion chamber 65 side is provided on the combustion chamber 65 side piston head. 12 is formed at a predetermined position near the bottom dead center L1.

The engine 10I having the above configuration operates as described below. Description will be made with reference to the attached drawings.
The engine 10I is a two-stroke engine consisting of an intake/compression process and an explosion/exhaust/scavenging process.
In the intake/compression process, first, when the piston head 12 on the intake/exhaust pressure regulating chamber 66 side moves from the top dead center L0 to the bottom dead center L1, air is drawn into the intake/exhaust pressure regulating chamber 66 through the intake port 70 . At this time, the open end 73b of the bypass port 73 on the side of the combustion chamber 65 is blocked by the piston 11C, so the intake/exhaust pressure regulating chamber 66 is filled with the combustible gas mixture through the intake port . Then, when the piston head 12 on the side of the intake/exhaust pressure regulating chamber 66 moves from the bottom dead center L1 to the top dead center L0, the combustible gas mixture in the intake/exhaust pressure regulating chamber 66 is compressed, and the piston 11C shifts to the bypass port 73. The compressed combustible mixed gas flows into the combustion chamber 65 at the moment the open end 73b on the combustion chamber 65 side is opened. At this time, the exhaust gas remaining in the cylinder 20d on the side of the combustion chamber 65 is scavenged by the inflowing gas pressure.
Then, when the piston head 12 on the side of the combustion chamber 65 moves from the bottom dead center L1 to the top dead center L0, the combustible gas mixture filling the side of the combustion chamber 65 is compressed.
Subsequently, the explosion-exhaust-scavenging process begins with the process of explosively burning the combustible gas mixture compressed into the combustion chamber 65 . After the explosive combustion, the exhaust valve 69 is opened and the exhaust gas is discharged from the exhaust port 67 in the exhaust/scavenging process. At this time, since the piston head 12 moves from the top dead center L0 to the bottom dead center L1 on the combustion chamber 65 side, a negative pressure is generated. At the moment when the open end 72b of the bypass port 73 on the side of the combustion chamber 65 is opened, the combustible gas mixture pressurized from the intake/exhaust pressure regulating chamber 66 flows in at once and remains in the cylinder 20d on the side of the combustion chamber 65. Exhaust gas is scavenged at once.
In this way, the engine 10I is configured such that the piston head 12 on the side of the intake/exhaust pressure regulating chamber 66 takes in and compresses the combustible mixed gas, and pushes it into the combustion chamber 65 side at once through the bypass port 73 . As a result, the intake efficiency and the scavenging/exhaust efficiency on the combustion chamber 65 side can be increased, and the fuel efficiency can be improved.

An engine 10J shown in FIG. 18 is an in-line four-cylinder engine based on the engine 10I described above.
The engine 10J has the engine 10I as a basic unit, and as shown in FIG. They are arranged side by side. Since the configuration of each

unit

75, 76, 77, 78 is the same as that of the engine 10I, the description thereof will be omitted.
In the engine 10J, as shown in FIG. 18, the crank arms 18 of the seventh unit 75 and the tenth unit 78 and the crank arms 18 of the eighth unit 76 and the ninth unit 77 are opposed to each other with the crankshaft 19 interposed therebetween. They are arranged facing each other in the direction and are configured to form a crank angle of 180 degrees (π) with each other.

As shown in FIG. 18, the engine 10J is branched so that the combustible gas mixture can be supplied from the intake port 70 toward the intake ports 71 of the

units

75, 76, 77, and 78. As shown in FIG.
Exhaust gases discharged from the exhaust ports 67 of the

units

75, 76, 77, and 78 are collectively exhausted through the exhaust port 68. As shown in FIG.

The engine 10J having the above configuration operates as described below. A description will be given below with reference to the attached drawings.
The crank arms 18 of the seventh unit 75 and the tenth unit 78, and the crank arms 18 of the eighth unit 76 and the ninth unit 77 are arranged opposite to each other with the crankshaft 19 interposed therebetween, 180 degrees (π ).
Therefore, as shown in FIG. 18, the intake/exhaust pressure regulating chamber 66 side piston heads 12 of the seventh unit 75 and the tenth unit 78 are positioned at the top dead center L0, and the combustion chamber 65 side piston heads 12 are positioned at the bottom dead center L1. , the intake/exhaust pressure regulating chamber 66 side piston heads 12 of the eighth unit 76 and the ninth unit 77 are positioned at the bottom dead center L1, and the combustion chamber 65 side piston heads 12 are at the top dead center L0. positioned. In this way, the pistons 11C associated with the set consisting of the seventh unit 75 and tenth unit 78 and the set consisting of the eighth unit 76 and ninth unit 77 are linearly arranged so as to alternate in opposite directions. By reciprocating, the set of pistons 11C consisting of the seventh unit 75 and tenth unit 78 and the set of pistons 11C consisting of the eighth unit 76 and ninth unit 77 linearly move in opposite directions alternately. reciprocating motion. Since the operation of each unit conforms to the operation of the engine 10I, detailed description will be omitted.
Thus, in the engine 10J, the explosion process is always performed in one of the cylinders 20d in the set consisting of the seventh unit 75 and the tenth unit 78 and the set consisting of the eighth unit 76 and the ninth unit 77. can be configured to Therefore, evenly spaced explosions can be performed in the entire engine 10J.
Also, the pistons 11C of the set consisting of the seventh unit 75 and the tenth unit 78 and the set consisting of the eighth unit 76 and the ninth unit 77 alternately linearly reciprocate in opposite directions for each set. Therefore, it is possible to cancel the vibration caused by the operation of the piston 11C, suppress the side pressure generated by the piston 11C pressing the inner wall of the cylinder 20d, and reduce the friction loss when the piston 11C slides on the inner wall of the cylinder 20d. can be reduced. As a result, it is possible to suppress the occurrence of vibration or noise due to the contact between the piston 11C and the cylinder 20d.

Although the in-line four-cylinder engine has been exemplified above, the arrangement method of the seventh unit 75 to the tenth unit 78 is not limited to this, and the combustion chambers are arranged in a V-shape so that the positions of the combustion chambers alternate. You can make it work. Further, the number of cylinders is not limited to these, and a multi-cylinder engine may be configured by increasing or decreasing the number of basic configuration units related to the engine 10I. In this case, the phase difference between each unit is set to a predetermined angle such as 120 degrees (4π/3), 72 degrees (π/5), 60 degrees (π/3), 45 degrees (π/4), Preferably, by setting the crank arm 18 provided in each unit so that it is arranged in a well-balanced manner around the circumference of the crank shaft 19, vibrations such as primary vibration, couple vibration, secondary vibration, etc. can be made to cancel each other out.
In any of the above cases, a balance weight may be attached to the crankshaft 19 to suppress vibration.
In each engine configured as described above, the length of the crank arm 18 that revolves around the crankshaft 19 can be made shorter than the length of the crank arm provided in a conventional engine, so the moment of inertia that revolves around the crankshaft 19 can be reduced to It is possible to reduce the weight of the counterbalance weight. Furthermore, conventional connecting rods, in which the distal end reciprocates and the proximal end rotates, generate vibration due to the reciprocating motion and vibration due to the rotary motion. According to this, it is possible to eliminate the vibration component and the cause of vibration caused by the operation of the connecting rod. As a result, it is possible to eliminate the influence of the movement of the connecting rod among the vibrations such as the primary vibration, the couple vibration, and the secondary vibration that occur in the engine.

According to the engine of this embodiment, the through hole 14 having the internal gear 14a is formed in the center of the peripheral wall of the piston, which is a substantially cylindrical body with the piston heads arranged on both left and right ends, and the internal gear 14a is connected to the crank pin. A gear 15 pivotally supported by 17 is configured to roll. Thereby, the reciprocating motion of the piston can be converted into rotary motion of the gear rolling along the internal gear 15a and further into rotary motion of the crankshaft 19 via the crank arm 18 rotated by the gear. .
Further, since the piston according to the present embodiment reciprocates linearly in the cylinder, when the piston reciprocates in the cylinder, the side pressure of the side wall of the piston pressing against the inner wall of the cylinder can be suppressed. can be prevented from contacting the inner wall of the cylinder unevenly, and the friction loss of the piston to the cylinder can be reduced. As a result, the heat generated in the cylinder can be suppressed, and the heat conversion efficiency of the engine can be improved, so that the output characteristics of each engine can be improved, and the fuel efficiency can be improved.

Further, according to the engine of this embodiment, the amplitude of the reciprocating motion of the piston in the cylinder and the relationship between the bore and the stroke can be freely adjusted without being restricted by the length of the connecting rod or the crank arm as in the conventional engine. can be designed to This allows, for example, a compact and lightweight construction of the engine.
In addition, according to the engine of this embodiment, the piston is configured to reciprocate linearly within the cylinder. Here, in the crank structure of a conventional engine, since the connecting rod oscillates, a lateral force is generated in the piston with respect to the cylinder, causing a piston slap phenomenon in which the piston strikes the inner wall of the cylinder. In order to suppress this, a piston skirt is formed below the piston. However, in the engine according to the present embodiment, since the piston slap phenomenon is unlikely to occur due to its configuration, the length of the piston skirt can be minimized and the length of the piston can be shortened. In addition, the clearance between the piston and cylinder can be further narrowed, the play of the piston ring can be eliminated, and the length of the piston crown can be shortened, so together with the shortened piston skirt, the piston itself can be made compact. can be configured to

Also, according to the engine according to this embodiment, the connecting rod is omitted and the piston is configured to linearly reciprocate. As a result, it is possible to incorporate a new design of bore and stroke that was not possible with conventional engines, and it is possible to further increase the stroke length for a large diameter bore and improve the combustion efficiency in the combustion chamber. , and a significant improvement in heat loss can be expected. In a conventional engine, the movement of the crank arm and connecting rod causes the piston to collide with the inner wall of the cylinder, and stress is applied to the connecting rod and crank arm. However, according to the engine of this embodiment, the piston collides with the inner wall of the cylinder, and the friction loss of the piston against the cylinder due to vibration is greatly reduced. Since the load on the crank arm can also be reduced, unnecessary heat generated by the engine itself due to friction can be suppressed, and combustion efficiency can be improved, which is expected to significantly improve heat loss.

The engine according to the present embodiment is not limited to being mounted on an automobile, but can be applied to vehicles having an internal combustion engine such as ships, aircraft, and locomotives. It may be applied to a generator or the like. In any case, the above effect can be expected, and not only the fuel consumption can be improved, but also the burden on the environment can be greatly reduced.

10, 10A, 10B, 10C, 10D, 10E, 10F, 10G, 10H, 10I, 10J... engine,
DESCRIPTION OF SYMBOLS 14... Through-hole, 14a... Internal gear, 15... Gear, 16... Eccentric free rotor, 17... Crank pin, 18... Crank arm, 19... Crank shaft.

Claims

a substantially cylindrical piston having piston heads on both left and right end faces;
a through hole having a predetermined inner diameter formed along the radial direction of the piston at the center of the peripheral wall of the piston;
an internal gear formed along the inner wall of the through hole;
a gear that meshes with the internal gear;
a substantially rod-shaped crank arm having a crank pin at its tip that supports the gear;
a crankshaft fixed to the proximal end of the crank arm;
a disc-shaped eccentric free rotor that has a diameter substantially equal to the inner diameter of the through hole, is rotatably fitted into the through hole, and is supported by the crank pin together with the gear;
A cylinder case comprising a cylindrical cylinder into which the piston is inserted, and a cylinder case in which combustion chambers facing the piston heads are respectively connected to both ends of the cylinder,
When the piston reciprocates in the left-right direction in the cylinder,
the gear meshed with the internal gear that reciprocates following the piston rotates in the through hole in a predetermined direction;
The crank arm rotates the crank shaft in a predetermined direction via the crank pin that supports the gear,
An engine according to claim 1, wherein said eccentric free rotor rotates in said through hole in a direction opposite to the direction of rotation of said crank arm.
The engine according to claim 1, wherein the diameter of the piston is formed such that the diameter near the center of the peripheral wall portion is smaller than the diameter of the piston skirt formed to be connected to the piston head on the left and right end faces.
The diameter of the piston is set so that the diameter near the center of the peripheral wall portion is larger than the diameter of the piston skirt formed on the left and right end surfaces of the piston head, or the diameter of the piston skirt is shifted from the opposite side of the piston head to the center of the peripheral wall portion. 2. An engine according to claim 1, wherein said peripheral wall portion is formed in a substantially spherical shape near the center of said peripheral wall portion by gradually increasing toward it.
The opposite side of the piston skirt, which is connected to the piston head on the left and right end faces, is cut away,
2. An engine according to claim 1, wherein a plane portion having said through hole is formed near the center of said peripheral wall portion of said piston.
providing a spark plug having an electrode disposed at a predetermined position in the combustion chamber;
When the piston head compresses in the combustion chamber a combustible gas mixture formed by mixing air and atomized fuel in predetermined proportions, the combustible gas mixture is ignited by sparks generated by the electrodes. 2. An engine according to claim 1, characterized in that it is adapted to
providing an injection device having a spray port located at a predetermined position in the combustion chamber;
When the piston head rapidly compresses the air in the combustion chamber to form high-temperature, high-pressure air, the injection device sprays a predetermined fuel from the spray port in the form of a mist, and sprays the fuel with the high-temperature, high-pressure air. 2. An engine according to claim 1, characterized in that it is combusted.
An intake port having an intake port that supplies the combustible gas mixture or the air to the combustion chamber, and an exhaust port that discharges exhaust gas after the combustible gas mixture or the fuel is burned from the combustion chamber. provided with an exhaust port,
7. An engine according to claim 5, wherein said intake port and said exhaust port are provided at predetermined positions in said combustion chamber.
An intake port having an intake port that supplies the combustible gas mixture or the air to the combustion chamber, and an exhaust port that discharges exhaust gas after the combustible gas mixture or the fuel is burned from the combustion chamber. provided with an exhaust port,
providing the intake port at a predetermined position in the cylinder and providing the exhaust port at a predetermined position in the combustion chamber;
7. The engine according to claim 5, wherein the intake port is provided with a piston reed valve that restricts the combustible gas mixture or the air to flow into the cylinder in one direction. .
An intake port having an intake port for supplying the combustible mixed gas or the air to the combustion chamber, and an exhaust port for discharging exhaust gas after the combustible mixed gas or the fuel is burned from the combustion chamber. provided with an exhaust port,
A crankcase is provided so as to surround the through-hole containing at least the crankshaft and the crank arm,
The intake port is provided with a crankcase reed valve that restricts the combustible gas mixture or the air to flow in one direction into the crankcase, and the crankcase along the radial direction about the crankshaft. arranging the air inlet at a predetermined position of the case,
arranging the exhaust port at a predetermined position on the side wall of the cylinder;
7. An engine according to claim 5, further comprising a bypass port communicating between said crankcase and said cylinder, and having an open end on the side of the cylinder located on the opposite side of the combustion chamber than said exhaust port. .
An intake port having an intake port that supplies the combustible gas mixture or the air to the combustion chamber, and an exhaust port that discharges exhaust gas after the combustible gas mixture or the fuel is burned from the combustion chamber. provided with an exhaust port,
A crankcase is provided so as to surround the through hole containing at least the crankshaft and the crank arm,
disposing the intake port at a predetermined position along the axial direction of the crankshaft of the crankcase;
The intake port is arranged to face the vicinity of the peripheral edge of the rotor surface of the eccentric free rotor provided with a notch formed by cutting a predetermined position of the peripheral edge of the rotor surface in an arc shape,
The intake port is configured to be opened when overlapping with the notch portion and closed when overlapping with the peripheral edge portion as the eccentric free rotor rotates,
arranging the exhaust port at a predetermined position on the side wall of the cylinder;
7. The engine according to claim 5, further comprising a bypass port that communicates between the crankcase and the cylinder, and has a cylinder-side open end arranged on a side opposite to the combustion chamber from the exhaust port. .
A pair of substantially cylindrical small-diameter portions and a substantially cylindrical large-diameter portion having a larger diameter than the small-diameter portions and sandwiched between the small-diameter portions. and a piston skirt connected to the piston head, and a through hole having a predetermined inner diameter is formed in the center of the large diameter portion along the radial direction;
an internal gear formed along the inner wall of the through hole;
a gear that meshes with the internal gear;
a substantially rod-shaped crank arm having a crank pin at its tip that supports the gear;
a crankshaft fixed to the proximal end of the crank arm;
a disc-shaped eccentric free rotor having a diameter substantially equal to the inner diameter of the through hole, rotatably fitted into the through hole, and supported by the crank pin together with the gear;
A pair of cylindrical cylinders into which the small-diameter portions are inserted and a housing connected to the cylinders and into which the large-diameter portions are fitted are provided, and the piston head faces the ends of the cylinders on the opposite side of the housing. a cylinder case having a combustion chamber,
When the small diameter portion reciprocates in the cylinder,
The large diameter portion reciprocates following the small diameter portion, and the gear meshed with the internal gear rotates in the through hole in a predetermined direction,
While the crank arm rotates the crank shaft in a predetermined direction via the crank pin that supports the gear,
An engine according to claim 1, wherein said eccentric free rotor rotates in said through hole in a direction opposite to the direction of rotation of said crank arm.
providing a spark plug having an electrode disposed at a predetermined position in the combustion chamber;
When the piston head compresses in the combustion chamber a combustible gas mixture formed by mixing air and atomized fuel in predetermined proportions, the combustible gas mixture is ignited by sparks generated by the electrodes. 12. An engine according to claim 11, characterized in that it is adapted to
providing an injection device having a spray port located at a predetermined position in the combustion chamber;
When the piston head rapidly compresses the air in the combustion chamber to form high-temperature, high-pressure air, the injection device sprays a predetermined fuel from the spray port in the form of a mist, and sprays the fuel with the high-temperature, high-pressure air. 12. An engine according to claim 11, characterized in that it is combusted.
An intake port having an intake port for supplying the combustible mixed gas or the air to the combustion chamber, and an exhaust port for discharging exhaust gas after the combustible mixed gas or the fuel is burned from the combustion chamber. provided with an exhaust port,
14. An engine according to claim 12 or 13, wherein said intake port and said exhaust port are provided at predetermined positions in said combustion chamber.
An intake port having an intake port for supplying the combustible mixed gas or the air to the combustion chamber, and an exhaust port for discharging exhaust gas after the combustible mixed gas or the fuel is burned from the combustion chamber. provided with an exhaust port,
providing the intake port at a predetermined position in the cylinder and providing the exhaust port at a predetermined position in the combustion chamber;
14. The engine according to claim 12 or 13, wherein the intake port is provided with a piston reed valve that restricts the combustible gas mixture or the air to flow in one direction into the cylinder. .
a substantially cylindrical piston having piston heads on both left and right end faces;
a through hole having a predetermined inner diameter formed along the radial direction of the piston at the center of the peripheral wall of the piston;
an internal gear formed along the inner wall of the through hole;
a gear that meshes with the internal gear;
a substantially rod-shaped crank arm having a crank pin at its tip that supports the gear;
a crankshaft fixed to the proximal end of the crank arm;
a disc-shaped eccentric free rotor that has a diameter substantially equal to the inner diameter of the through hole, is rotatably fitted into the through hole, and is supported by the crank pin together with the gear;
An intake/exhaust adjuster comprising a cylindrical cylinder into which the piston is inserted, a combustion chamber facing one of the piston heads at one end of the cylinder, and another piston head facing the other end of the cylinder. a cylinder case formed by connecting pressure chambers;
a bypass port communicating between the combustion chamber and the intake and exhaust pressure regulating chamber;
When the piston reciprocates in the left-right direction in the cylinder,
the gear meshed with the internal gear that reciprocates following the piston rotates in the through hole in a predetermined direction;
The crank arm rotates the crank shaft in a predetermined direction via the crank pin that supports the gear,
An engine according to claim 1, wherein said eccentric free rotor rotates in said through hole in a direction opposite to the direction of rotation of said crank arm.
providing a spark plug having an electrode disposed at a predetermined position in the combustion chamber;
When the piston head compresses in the combustion chamber a combustible gas mixture formed by mixing air and atomized fuel in predetermined proportions, the combustible gas mixture is ignited by sparks generated by the electrodes. 17. An engine according to claim 16, characterized in that it is adapted to
providing an injection device having a spray port located at a predetermined position in the combustion chamber;
When the piston head abruptly compresses air in the combustion chamber to form high-temperature, high-pressure air, the injection device sprays a predetermined amount of fuel from the spray port in the form of a mist, and sprays the fuel with the high-temperature, high-pressure air. 17. An engine according to claim 16, characterized in that it is combusted.
an intake port having an intake port for supplying the combustible gas mixture or the air to the intake and exhaust pressure regulating chamber; Provide an exhaust port with a mouth,
The intake port is provided at a predetermined position in the intake/exhaust pressure regulating chamber, the exhaust port is provided at a predetermined position in the combustion chamber,
a piston reed valve that regulates the unidirectional flow of the combustible gas mixture or the air toward the intake/exhaust pressure regulating chamber; and a space between the piston reed valve and the intake/exhaust pressure regulating chamber. 19. The engine according to claim 17 or 18, wherein an open end of the bypass port on the side of the intake and exhaust pressure regulating chamber is provided.
An engine according to any one of claims 1, 11, or 16, characterized in that the ratio of the inner diameter of said internal gear to the diameter of said gear is 2:1.
The engine according to any one of claims 1, 11 and 16, characterized in that the axial center of the eccentric free rotor is provided at a position where the ratio of the minor axis to the major axis is 1:3.