KR20210125730A - power generation unit to engine by mobile rotation piston. - Google Patents

Abstract

The present invention is an internal combustion engine using fossil fuels such as gasoline and hydrogen gas as fuel, and a rotating piston internal combustion engine in which a pair of rotating pistons rotate 360 degrees in a housing 150 to generate rotational power.
[Index] 1. A cylinder combustion chamber (110), 2. B cylinder combustion chamber (120), 3. A cylinder rotary piston (130), 4 B cylinder rotary piston (140). housing (150).

Description

{power generation unit to engine by mobile rotation piston.}

A rotary piston internal combustion engine of the present invention and a piston reciprocating internal combustion engine, a crankshaft of a reciprocating piston engine and a rotating shaft of the present invention to explain the basic theory of the two engines, a load with the same rotational radius is applied The mechanical efficiency test was conducted to see which of the two institutions can produce high output. Having a piston reciprocating single-cylinder internal combustion engine with a slight load, remove the piston ring, camshaft, intake exhaust valve, spring, etc. to reduce friction as much as possible. As shown in Fig. 9, No. 1 to 18, an engine efficiency test was performed to see if each angle of the crank pin could produce a high output. Efficiency test values are as follows. (See Fig. 9) Fig. 9, No. 1 90 degree angle piston and connecting rod When the crank pin is horizontally and vertically 1 straight, the crank shaft rotates even when the piston is pushed down with infinite force. can't do it 9 and 2, at the 80 degree angle, the crankshaft could be rotated by pushing the piston down with a large pressure of 4.264 (grams), and at the 70 degree angle of FIGS. 9 and 3, the piston had to be pushed down with 1.404 pressure The crankshaft could be rotated, 780 at 60 degrees, 572 at 50 degrees, 468 at 40 degrees, 416 at 30 degrees, 364 at 20 and 10 degrees, where you can rotate the crankshaft with the least amount of pressure. could have 364 at 10 degrees, 416 at 0 degrees, 468 at -10 degrees, 520 at -20 degrees, 674 at -30 degrees, 780 at -40 degrees, 1.040 at -50 degrees, 1.560 at -60 degrees, At -70 degrees, the crankshaft could be rotated for the first time by pushing the piston down with a pressure of 2.964 or more at -80 degrees and 8.060 grams at an angle of -80 degrees.

In general, in a piston reciprocating engine, when the piston reaches cylinder top dead center and an explosive force is generated, it is known that the crankshaft rotates with a strong explosive force from the beginning regardless of the crankshaft pin angle, but in actual theory, this is not the case as in the experimental figures above. . Each crankpin angle rotates the crankshaft with different pressures. (See FIGS. 9 and 1 to 18) In the case of FIGS. 9 and 1, in order for the crankshaft to start rotating for the first time, it is because the rotation starts after passing clockwise or counterclockwise even by 0.1 degree from the horizontal and vertical angle. At the 80 degree angle of FIGS. 9 and 2, past the vertical angle, if the crankshaft can be rotated by pushing the piston down with a large pressure of 4.264 (grams), the crank pin angle and the connecting rod angle ( a) When the left side of the (a) shape becomes the connecting rod, the bent part of the (a) shape becomes the crank pin, and the lower end of the (a) shape becomes the crank center shaft Fig. 9, 8 No. 20 In the angle, it was possible to rotate the crankshaft with the lowest pushing pressure of 364. Here, the theory is the theory of the present invention (see Fig. 11f, Fig. 11g cylinder B). The explosive pressure completely burned in the process of Figs. 11f and 11g is B in the latter half of Fig. 11g when the rotating piston 140 of the cylinder B rotates clockwise. The cylinder combustion chamber 120 starts to open, and in the process of FIGS. 11G and 11H, the explosion pressure pushes the cylinder A rotating piston 130 with its back and the B cylinder rotating piston 140 clockwise at a pressure of 208. At this time, the blast pressure direction angle pushing the central axis of the B cylinder rotating piston 140 and the B cylinder rotating piston 140 in the rotational direction is the same as the (a) angle theory (Fig. 9, 8, 20 degrees). In the piston reciprocating engine, the present invention rotates the crankshaft at 364 pressure in the reciprocating piston engine under the same load with the same specification and the same rotation radius in the rotating piston engine of the present invention rotate the axis. 364-208=156, 156 The reason for the difference is that the piston of a reciprocating engine pushes down vertically and the connecting rod pushes clockwise. This is because each direction is different.

The experimental values below are the piston reciprocating engine and the strength of the force pushing the piston down for each angle of the rotating piston engine of the present invention is as follows. It is an experiment for each crankshaft pin angle that pushes the piston down with an unmetered (gram) unit, not an exact experimental value calculated because there is a theoretical formula. There may be +- 20% or more variables. This experimental procedure is a mechanical efficiency test value to see which engine can rotate the crankshaft or the rotating piston shaft with the least force.

(Refer to FIGS. 9 and 1 to 18) In FIGS. 9 and 1 at a 90 degree angle, even if infinite explosive force is generated, the crankrank shaft cannot be rotated.

[Example] Figure 9, 2, 80 degree angle A number 4.264, number B, number 208, divided by number 208 This is the number of 208 pressures that rotate the first rotating piston at any angle, regardless.

[look]

[Example] Above, the experimental values for each angle below A among A, B, and C are the experimental values of the piston reciprocating engine crankshaft pin and the pressure that can rotate the initial crankshaft for different angles. (Refer to Fig. 9) It is not the pressure that can rotate the crankshaft 360 degrees, it is the number of pressures that rotate the first crankshaft at which the rotation starts instantaneously at different angles by 180 degrees. B is a number that rotates the first rotary piston shaft 180 degrees at a pressure of 208 at any partial angle regardless of the angle in the rotary piston engine of the present invention. C is number A ÷ number B. For better understanding, the unit is described as one rotation of the crankshaft or the rotating piston shaft.

The total number of 25.116 above is the sum of the pressures that can initially rotate the piston reciprocating crankshaft pins and the first crankshaft from FIGS. The total number of 3.536 is the sum of the pressures capable of initially rotating the rotary piston shaft of the present invention from FIGS. 9 and 1 to 9 and 18 regardless of the angle of the rotary piston shaft of the present invention.

In other words, if the crankshaft is rotated one revolution with the fuel of 25.116 in the piston reciprocating engine, the rotary piston engine of the present invention rotates the rotating piston axis one revolution with the fuel of 3.536. 25.116 ÷ 3.536 = 7.10 This number means that the engine of the present invention can rotate the rotary piston shaft by more than 7.10 revolutions with 25.116 fuel. 1: 7.10

1: 7.10 For example) in a piston reciprocating engine, if 25.116 fuel can produce 1 horsepower for 1 hour and travel a distance that can be done with 1 horsepower, the rotary piston engine of the present invention will produce 7.10 horsepower for 1 hour with 25.116 fuel Among them, 1 horsepower travels the same distance as in a reciprocating piston engine, and 7.10-1 = 6.1 horsepower rotates the generator to produce electricity, and the produced electricity is used to electrolyze water and produce hydrogen gas to continuously run the engine. If you drive it with water, it becomes the theory of a car that goes by just adding water.

There is also this way. When the engine of the present invention is started with hydrogen gas generated by electrolysis of water with battery power for the first time, and energy corresponding to 7.10 horsepower is generated at the same time as starting, the battery power is automatically cut off and the generator is rotated with 7.10 horsepower to generate electricity corresponding to 1 horsepower rotates the electric motor and travels the distance traveled by the piston reciprocating engine, and the remaining electric furnace continuously operates the engine of the present invention with hydrogen gas produced by electrolysis of water, and only water enters the car theory.

In the engine theory of the present invention, there is another innovative theory as follows. First start the engine of the present invention with hydrogen gas generated by electrolysis of water with battery power, and when voltage is generated from the generator at the same time as starting, the battery power is automatically cut off, and when hydrogen gas is generated by electrolysis of water with the voltage generated by the generator The engine of the present invention is exploded to operate the engine. If the voltage is increased during the operation process, the hydrogen gas production increases and the engine horsepower number can be increased firstly. When the engine horsepower number increases, the electricity production amount can be increased secondarily. If it increases and the amount of hydrogen gas production increases, the number of engine horsepower can be increased again. In the process of turning, the engine horsepower, electricity production, and hydrogen gas production amount can be continuously increased. This is because the engine of the present invention has high energy efficiency and can produce high output even with a small amount of hydrogen gas. For example, in a piston reciprocating engine, fuel 00 can produce 1 horsepower for one hour, so the amount of electricity produced by 1 horsepower is 745w. In the engine of the present invention, 7.10 horsepower can be produced with the same amount of fuel as 00, which is 7.10×745w=5,289.w. It can produce enough electricity and hydrogen gas.

For example), the reciprocating piston engine can produce 1 horsepower for 1 hour with fuel 00, so the amount of electricity produced by 1 horsepower is 745w. Since the amount of hydrogen gas produced by 745w electricity is extremely small, the piston reciprocating engine cannot be operated continuously. In order to continuously operate the engine, electricity equivalent to 3 horsepower is required. 745w × 3 horsepower = 2,235w Electricity cannot be produced, so the engine cannot be operated continuously. However, in the rotating piston engine of the present invention with high energy efficiency, 7.10 horsepower can be produced with the same amount of fuel 00, so 745w×7.10=5,289.5 electricity can be produced. If the amount of hydrogen gas that can generate 7.10 horsepower is required to be equivalent to 3 horsepower, 745w×3=2.235.

5,289w-2,235w = 3,054w Electricity is left over. Hydrogen gas produced by electrolysis of water with surplus electricity increases the output of the engine of the present invention, and the amount of electricity produced increases as the output is increased. If the engine horsepower of the ground engine is high and there is only water, electricity can be produced up to the maximum capacity of the generator as in the generator theory. What it can do as in the front is that it is more energy efficient than other engines, so it can produce high output with a small amount of fuel. If 745w electricity produces hydrogen gas capable of producing 0.34 horsepower, the engine of the present invention can be continuously operated with 0.3 horsepower, and a large amount of electricity can be obtained.

The theory is that if the generator capable of generating near-infinite power and the present invention engine capable of generating near-infinite power can be produced, it is possible to produce near-infinite power and near-infinite power. Without either the theory of the rotary piston engine of the present invention, the theory of electricity producing electricity, and the theory of hydrogen gas, a chain reaction as in the previous one cannot occur, and thus high output cannot be obtained.

As for the operation method (1), if the voltage is increased, the amount of hydrogen gas increases to increase the engine output, and if the voltage is decreased, the hydrogen gas production amount decreases and the engine output is increased. (2) Diesel engine method The compressed-cooled hydrogen gas through the refrigerant in high-temperature air is pushed up by a special pump and sprayed directly into the combustion chamber. (3) In the air pressure cooled through the refrigerant, the compressed-cooled hydrogen gas through the refrigerant is supplied to the low-pressure injection combustion chamber at the same pressure. (4) Supplying high-temperature air generated in the compression process to the combustion chamber. This can be done by directly injecting and detonating hydrogen gas of special high pressure into the compressed high-temperature air pressure. This is the safest and easiest way. Hydrogen gas does not generate explosive power by itself no matter how high the pressure is compressed.

The theory in the front is the same as the large ocean generator theory that produces electricity. When the generator is first rotated, a high voltage is not generated immediately from the beginning, and when the generator is first rotated, it starts from the lowest voltage and generates a high voltage from the momentary seconds pass.

The generator is divided into a rotor and a stator, and the rotor always has weak magnetic properties. The generated voltage is put back into the rotor to increase the rotor magnetic properties, and the stator voltage increases as the magnetic force is increased. . Generates power up to the maximum capacity of the generator. The generator theory is the same as the invention theory.

If the present invention's rotary piston engine that can generate power close to infinity can be produced, if a generator that can produce power close to infinity can be manufactured, it is possible to generate power close to infinity and power close to infinity become a theory. This is because, with only water, it can produce electricity indefinitely on its own, and with water alone, it can produce hydrogen gas indefinitely.

The theory that can produce the same high output as in the front can be achieved only in the present invention 1: 7.10 rotary piston engine.

If the enrge generated from the combustion chamber of a low-efficiency piston reciprocating engine is used as vehicle operation energy, it cannot produce electricity by rotating the generator, so hydrogen gas cannot be produced. It is a low-efficiency piston reciprocating engine that cannot do its job. However, in the actual engine of the rotating piston of the present invention, which has little friction loss and no obstacles in the rotation process of the rotating piston, it is a theory that can output power and electricity toward infinity rather than 1:7.1. As in the front, it can produce near-infinite power and electricity, so it can perform both the functions of generating vehicle operating energy and hydrogen gas.

The biggest reason for not being able to generate power close to infinite power so far is that in the case of a piston reciprocating engine, less than 30% of the explosion pressure generated in the combustion chamber can be used as a power source, and 70% of the energy is not working. Energy exits through the exhaust. This is because 70% of the energy that escapes serves to help generate 30% of the power and is converted into reactive energy and is a low-efficiency engine that exits through the exhaust port.

It is a low-efficiency piston reciprocating engine as revealed in the technical field of the present invention and the experimental process of FIG. 9 . However, in the theory of the present invention, when explosive force is generated in the combustion chamber, it does all the work except for driving energy of parts, and in an actual engine that exits through the exhaust port, power can be obtained from 80% to 90% or more.

The most important thing in an internal combustion engine is that when the highest explosion pressure is generated in the first combustion chamber, the cylinder volume increases and before the pressure drops, using some mechanical device, how quickly the highest pressure and the strongest rotational power can be obtained before the cylinder pressure drops. is it mine In the piston reciprocating engine, the highest explosion pressure is generated in the cylinder top dead center and the combustion chamber, but the crankshaft cannot be rotated as in FIGS. In terms of torque beyond the vertical angle, due to crankshaft failure, the blast pressure in the cylinder is the highest but starts from the lowest torque. As the piston descends, the crank failure phenomenon is reduced and the cylinder volume increases at 20 degrees angles in Figures 9 and 8, and at each point before and after the mechanical conditions that can generate strong rotational force are made, and the pressure drops so that strong force cannot be produced. After passing 0 degrees and passing -10 degrees, the engine efficiency drops sharply, and the pressure in the cylinder drops, making it impossible to generate strong force. This is the piston reciprocating low-efficiency engine theory.

In the theory of the present invention (see Fig. 11f, 11g cylinder B) in the latter half of 11f, the lower part of the combustion chamber 120 is sealed by the action of the on-off valve 320 of the combustion chamber 120, and at the same time, explosive force is generated by the ignition device, Fig. 11,f When the explosion pressure completely burned in the process of and FIG. 11g causes the A cylinder rotary piston 130 to rotate counterclockwise and the B cylinder rotary piston 140 to rotate clockwise in the FIG. 11g process, the B cylinder combustion chamber 120 At the same time as this instantaneous opening, the explosive pressure pushes the cylinder B rotating piston 140 clockwise with the A cylinder rotating piston 130 turned against the A cylinder rotating piston 130 in the process of FIGS. 11G and 11H. In the theory of the present invention, in order to maximize the efficiency, the combustion chamber is instantaneously opened by the rotary piston in a rectangular shape instead of a circle so that the entire combustion chamber 120 can be opened within a short time, and the rotary piston ( 140) is designed to be pushed along the back. It is an ultra-high-efficiency rotary piston internal combustion engine theory that leads to the best rotational power from the beginning without any obstacles in the housing 150 . It is the opposite of the piston reciprocating engine theory.

If you explain the theory of the present invention with an easier example (see FIGS. 10, 1 and 2), it is easy to understand if you explain the theory of the present invention with a millstone to grind grain into powder. In order to rotate the first millstone as in FIGS. 10 and 1, hold the handle 10 of the millstone and pull the handle 10 forward as in FIGS. The millstone never turns. Here, the theory is the theory corresponding to the 90 degree angle of FIG. 9 and 1 to 18, it can be easily found by performing the experiment for each angle. The center axis of the millstone No. 15 becomes the crankshaft center, the hand holding the millstone becomes the crankpin angle, the connecting-rod from the wrist to the elbow, and the piston from the elbow to the fisherman, and so on. At this time, the force from the wrist holding the millstone to the elbow should not be applied in any direction as it acts as a piston reciprocating connecting-rod. just have to hold on This is because the connecting-rod acts only to transmit the pressure generated by the piston to the crankshaft pin and to change the angle. To push toward the center of the millstone, hold the elbow of the right hand with your left hand and push only toward the center of the millstone so that the elbow does not follow the direction of rotation of the millstone. This is because the elbow acts as a piston and the force of the shoulder becomes the explosive pressure. Look at the center of the millstone, and push only toward the center of the millstone with the strength of your shoulders. The reason is that the piston pushes toward the center of the crankshaft within the cylinder. This is because the piston is rotated by the connecting rod as it descends. The theory here is the low-efficiency piston reciprocating engine theory.

If the hand holding the millstone handle No. 10 is pushed along the back of the millstone handle in a way that draws a circle from the beginning in the direction of the arrow as shown in 2 of FIG. The millstone can easily be turned at any point and at any angle with the same force. Here, the theory is here, and as a theory of the invention, in the first half of FIG. 11d , the on-off valve 320 of the B cylinder combustion chamber 120 is opened, and the fuel mixture gas stored in the fuel mixture gas storage chamber 380 is supplied to the combustion chamber 120 . 11E, the combustion chamber 120 is sealed in FIG. 11F and explosive force is generated at the same time. The generated explosion pressure goes through the processes of FIGS. 11f and 11g, and when the B cylinder rotary piston 140 rotates clockwise in the latter half of FIG. 11g, the upper part of the B cylinder combustion chamber 120 is opened and the explosion pressure is shown in FIGS. 11g and 11h process With the A cylinder rotating piston 130 on its back, it is pushed in the clockwise direction in a circular motion along the rear front of the B cylinder rotating piston 140. High-efficiency angle, in theory, rotates the rotary piston shaft at any point, regardless of the angle, from start to finish with as little pressure as 208. This action ends in the B cylinder and takes place in the A cylinder. Since the A-cylinder rotary piston 130 and the B-cylinder rotary piston 140 generate two explosive forces in the course of one rotation, it is a basic theory of an ultra-efficient rotary piston internal combustion engine corresponding to a four-stroke four-cylinder reciprocating piston engine.

As another example), you can understand it well if you explain it with the theory of a bicycle that a person rides. Park the bicycle on a slightly hilly road, put the right footrest upwards with the rear tire of the bicycle stagnant as a fulcrum, and with the left footrest down, place the upper footrest in a straight line. When pressed vertically, the bike does not move forward. Here, the theory corresponds to the 90 degree angle of Fig. 9, number 1, so the bicycle does not go forward. If you press the front footrest of the bicycle while the bicycle footrest is set as shown in FIGS. 9, 8, and 20 degree angle, the bicycle moves forward easily. Here, the theory of the present invention is that when the B cylinder rotary piston 140 rotates clockwise in the latter half of FIG. 11g, the explosive pressure completely burned in the process of FIGS. 11f and 11g is opened at the same time as the B cylinder combustion chamber 120 is opened. The explosion pressure pushes the cylinder B rotating piston 140 clockwise with its back to the A cylinder rotating piston 130 in the process of FIGS. 11G and 11H.

In the bicycle theory, the theory of the present invention is applied more than the theory of the reciprocating piston engine. The reason is that a lot of tenderness from the ankle comes out in front of the center of the crankshaft, so the theory of the present invention is applied a lot. 9, it can be seen well by experimenting with each angle from No. 1 to No. -18. In the upper basic theory experiment, the basic theory for each angle of artificially pushing down the piston, not the actual explosion pressure, was explained, and a stronger force can be generated in the actual explosion pressure engine.

Since the above efficiency experimental values are not the experimental values for the entire angle from the crankshaft and pin angles of 9, 1 and 90 degrees to -90 and 18 degrees, it is a number of efficiency values with partial 10 units, cut experimental values. may vary. It is not an exact experimental value calculated because there is a mathematical formula, so it may vary. Obviously, according to the calculation of the mechanical efficiency that can produce stronger force than in the piston reciprocating engine, it is 1:7.1, which is more than 7 times higher than in the piston reciprocating engine according to the present invention theory. In the actual explosion pressure engine of the present invention, a stronger force can be generated.

The two organ theories are summarized as follows. In a piston reciprocating engine, when the fuel mixture gas is sucked and compressed and an explosive force is generated at cylinder top dead center Even if this occurs, the crankshaft cannot be rotated with strong force from the beginning. The rotational force starts from passing the horizontal and vertical angle even by 0.1 degree, but the cylinder pressure drops at each point before and after the 20 degree angles in Figs. can't get strong

The most important thing is that the high-efficiency angles of FIGS. 9, 8, and 20 degrees are only once in the process of one revolution of the crankshaft, where mechanical conditions that can generate strong force in the piston reciprocating engine are made. However, in the rotary piston engine of the present invention, when an explosion pressure is generated in the combustion chamber, the combustion chamber is opened by the rotary piston, and at the same time, power is generated with a small pressure of 208 until the explosion pressure escapes through the exhaust port 1: 7.10 theory.

When the engine is operated at high speed, the explosion pressure in the cylinder is high even when the piston reaches the bottom dead center. Although the explosion pressure is high, the crankshaft failure occurs twice at the cylinder top dead center and bottom dead center. In the process of being generated twice, a high-efficiency L-shaped angle of 9, 8 and 20 degrees comes once. A crankshaft failure causes most of the pressure in the cylinder to escape through the exhaust as energy not working. The crankshaft cannot be rotated strongly. The piston moves up and down, and the operating energy and frictional energy of various parts are lost in the process of the explosion pressure, such as crankshaft failure, etc. (according to the records of scholars) Less than 30% is used as rotational kinetic energy, and 70% does not work It is a low-efficiency piston reciprocating engine theory that escapes through the exhaust as reactive energy.

The theory of the present invention is that when an explosive force is generated in an enclosed space, the explosive pressure is pushed out and pushed out regardless of the angle. As an invention using the property of pushing and escaping, when an explosive force is generated in the combustion chamber, the generated explosive pressure is pushed along the front face in the direction of rotation of the rotary piston without any obstacle within the housing 150 regardless of the angle. When an explosive force of 100 is generated in the combustion chamber as a result, the pressure excluding the driving energy and a little friction energy opens the combustion chamber by the rotating piston of each cylinder, and at the same time, the explosion pressure of 180~90% from the beginning continues to form a high-efficiency (a) shape, and the housing ( 150), regardless of the angle, the blast pressure directly follows the back of the rotary piston to the end without any obstacles in the rotational force within (a), forming a high-efficiency angle to the end, pushing out the rear of the rotary piston, and exhausting the exhaust port It is a theory of a super-efficient rotating piston engine that escapes through the When a strong explosive force is generated, a direct strong force is generated, and when a weak explosive force is generated, a direct weak force is used to rotate the rotary piston shaft without an obstacle to the rotational force in the housing 150 . Contrary to the theory of the piston reciprocating engine, when an explosion pressure is generated in the combustion chamber, 80-90% of the work is done excluding the operating energy of the parts and frictional energy, and the internal combustion engine with the highest efficiency among the prime movers developed so far, which escapes through the exhaust port It's a theory.

Physical theory, electrical theory, hydrogen gas theory, and the theory of the present invention cause a chain reaction and there may even be a possibility to generate infinite power. In a piston reciprocating engine, one explosive force is generated per cylinder in the process of two rotations of the crankshaft, such as loss of operating energy of various parts, loss of frictional energy of various parts, and crank failure.

In the engine of the present invention, there is almost no friction loss because the turbine engine rotates with little friction loss. In the process of one rotation of the rotating piston shaft, the explosive force is generated twice. According to the theory of the present invention, a force greater than 1:7.1 times stronger than that of a piston reciprocating engine can be generated. Higher efficiency means that you can generate as much force as that number.

(1) In the fuel supply method, suction, compression, explosion, and exhaust processes are performed in one cylinder in a piston reciprocating engine, but in the rotary piston engine of the present invention, the suction compression process is performed by a separate compressor to generate high output. The high-heat air generated during the compression process is cooled by an air cooler, and the hydrogen gas cooled through the refrigerant in the air pressure cooled through the refrigerant is injected at the same pressure by the indirect nozzle of the injection chamber, and the mixed air is injected into each cylinder combustion chamber. supply The reason is to generate high output by using hydrogen gas with a low ignition point as a fuel.

(2) In another method, as in a diesel engine, high-temperature air generated during the air compression process is directly supplied to the combustion chamber. Hydrogen gas compressed and cooled through a refrigerant in the high-temperature air is pushed up by a special Bulanja pump to the combustion chamber by the injection nozzle. There is also a method in which hydrogen gas is directly cut and sprayed to generate rotational power.

(3) If the voltage is increased, the amount of hydrogen gas increases to increase the engine output, and if the voltage is decreased, the hydrogen gas production amount decreases and thus the engine output is increased. (4) Supplying compressed high-temperature air to the combustion chamber. It is only possible to directly inject hydrogen gas with high pressure into the high-temperature air. This method is the safest and easiest. This is because hydrogen gas does not explode by itself no matter how high the pressure is compressed.

In the engine of the present invention, a device as shown in FIG. 1 that can raise and lower the air pressure and air temperature required by the engine to the air pressure and air temperature required by the engine (automatic control) should be provided. This method is safe and the engine output is high.

In a piston reciprocating engine, the fuel mixture gas is sucked and compressed, and the piston explodes with the cylinder top dead center ignition device. The faster the engine rotation speed, the earlier the piston moves before reaching top dead center of the cylinder. The reason is to put the highest explosive power at the top dead center of the cylinder. This is because there is a difference in the time it takes for ignition to complete combustion and expansion. The present invention eliminates the need for a computerized preigniter as in a reciprocating piston engine. The reason is that the combustion chamber 110 and the opening/closing valve 320 are opened at the same time as the fuel mixture gas storage chamber 380 by the action of the camshaft 360 in Fig. 11i, in the first half of the cylinder A (see Figs. ) The supplied fuel mixture gas is supplied to the combustion chamber 110, and the combustion chamber 110 is sealed and exploded by the ignition device at the same time as shown in FIG. 11A by the action of the A cylinder camshaft 360. 11a and 11b, with a sufficient time difference between the complete combustion and the combustion explosion pressure is FIG. 11b, the combustion chamber 110 starts to open in the second half, and the explosion pressure expanded in the process of FIGS. 11b and 11c is the B cylinder rotary piston 140 With your back, push the A cylinder rotary piston 130 counterclockwise. In this process, in the engine of the present invention, the ignition method is not electronic, but pre-ignition is performed by mechanical action, so there is no need for a computer pre-ignition device, and there can be no cause of failure due to computer malfunction. No need for troublesome electronics. In the engine of the present invention, the ignition timing can be adjusted quickly or slowly by adjusting the camshaft 360 axis counterclockwise or clockwise.

Electric vehicles and hydrogen fuel cell vehicles have been developed and are now in the initial stage of commercialization. In the case of a hydrogen fuel cell vehicle, the process of producing hydrogen gas consumes a lot of power and the cost of the vehicle is high. The problem is that there is a lot of electricity consumption, so more coal-fired nuclear power plants need to be built. However, in the rotary piston engine of the present invention, it is possible to drive an eco-friendly vehicle that does not require fuel costs because it is an invention that can generate power with only water. If the theory of the present invention is produced in a very large scale and the generator is rotated, the coal-fired power plant and Fukushima nuclear power plant, which are the main culprits of the current fine dust, are not needed.

In a piston reciprocating engine, since the piston moves up and down without a central shaft in the cylinder, lubricating oil is absolutely necessary in the cylinder. . A piston ring is installed here, which does not mean that there is no explosion pressure leakage. In the case of a 4-cylinder, there are 4×4=16 large number of compression rings and oil rings, so a small amount of explosive pressure leaks through the gap between the piston ring and the oil film. In a piston reciprocating engine, as described above in terms of the engine structure, if it is not done, it cannot fulfill its role as an engine. However, in steam turbine and gas turbine engines, there is no lubricating oil, piston ring, or cooling device for the rotor blades rotating in the housing. Since the rotor of a turbine engine, which is not in the reciprocating piston, is equipped with a ball bearing or roller bearing as its central shaft. There is no lubricating oil or piston rings for the turbine rotor blades running inside the housing. Structurally, it is a completely different engine from the reciprocating piston engine theory. The rotary piston engine of the present invention may be similar to the turbine engine. In this invention technology, which is more technically supplemented than in the turbine engine, the housing, the rotary piston, and the stator are designed to be cooled by direct water cooling method. Therefore, it is possible to further increase the precision because the expansion value due to heat is small. The only difficulty is that you have to fight and win with precision in the process of making the engine. 100/3, 2, 1 with a tolerance of 1mm in the Korean industrial standard, and precision machining is better than that of a piston reciprocating engine. Engine operation with less explosive pressure leakage is possible.

In the rotary piston engine of the present invention, a rotary piston is installed in one housing 150 (see FIG. 5, A cylinder and B cylinder) in order to generate high output with a minimum amount of fuel. In order for the parts operating in cylinder B to generate high output with high efficiency, cylinder A and cylinder B have a simple engine structure that generates rotational power while helping each other during mechanical operation. It is a new technology future-oriented internal combustion engine theory with extremely simple engine structure and incomparable functions and high performance with wankel engine and reciprocating piston engine. When the explosive force is generated in the combustion chamber of the engine of the present invention, a strong force cannot be generated due to the eccentric shaft failure of the Vankel engine and the crankshaft failure of the reciprocating piston engine. In the engine of the present invention, the explosion pressure exploded in the combustion chamber without any obstacle within the housing pushes the rotary piston 100% directly from the beginning. In particular, in the engine of the present invention, there are no large reciprocating parts that interfere with high output, and the rotation of the rotary piston shaft in the housing 150 is the rotation method of a gas turbine engine and a steam turbine engine, so friction loss is reduced in the rotation process. Few. In the engine of the present invention, there is no compression process in the housing 150, and when explosive force is generated in the combustion chamber, the explosion pressure causes the A cylinder rotary piston 130 to rotate counterclockwise, and the B cylinder rotary piston 140 rotates clockwise. It only acts to rotate. In the engine of the present invention, since various large parts such as a reciprocating piston connecting-rod, a crankshaft, and a flywheel are not required, there is no loss of driving energy and frictional energy. In the piston reciprocating engine, the bearings that hold the various rotating shafts are made of white metal plate split bearings. However, in the engine of the present invention, the bearings that hold the rotating piston shafts are ball bearings or roller bearings, so friction loss is almost reduced during the rotation process. none. A large amount of recoil energy of the flywheel is absolutely required in order for the piston of a reciprocating piston engine to lift the piston, which is descending at a high speed like a bullet, to TDC at the speed of a bullet by the explosive pressure. However, in the engine of the present invention, there is little loss of driving energy because the piston is a rotation type rather than a reciprocating type as in the piston reciprocating engine. There is no need for an expensive separate fry wheel, and a pair of A cylinder rotary piston (130) and B cylinder rotary piston (140) + air compressor rotary piston (270) and (280) + A cylinder timing gear (170) and The B-cylinder timing gear 180 serves as a flywheel. Even in the exhaust gas exhaust process, in the piston reciprocating engine, the piston starts opening the combustion gas exhaust valve just before reaching the cylinder bottom dead center to release the pressure in the cylinder, but in the engine of the present invention, it is better than in the reciprocating engine. As the length of the housing 150 is longer, power is generated until the pressure in the housing 150 is exhausted. Also in engine combustion chamber explosion pressure power generation efficiency, in the reciprocating engine, there is almost no driving force at the cylinder bottom dead center. In the Vankel engine using the conventional eccentric shaft, than in the engine developed so far. There is no theory that can generate high efficiency and high output. Rather, there is a part that pushes in the reverse direction of rotation that interferes with the rotational force in the mechanical action. Compared to other engines, the Vankel engine consumes more fuel and is in a state of halting production. Steam turbine engine In a gas turbine engine, a moving blade is a high-pressure steam on the turbine rotor blades. Alternatively, the explosive high-pressure energy is ejected to the turbine blades (nozzle) to obtain rotational power. It is a theory that, when steam pressure or exploded gas pressure on the turbine blade is ejected by a nozzle on the turbine blade, rotational power is generated in weak, medium, or strong in the process of the turbine blade passing through the outlet. Rotational power can be generated in the process of passing through the nozzle outlet, but the pressure leaving the nozzle outlet is valued between the turbine blades and the blades, and the applied pressure escapes through the outlet as dead pressure, not as working pressure to generate rotational power. . This process is followed according to the number of turbine blades. The same principle applies to the secondary turbine and the tertiary turbine. The angle of jetting through the nozzle in a turbine engine is the same as in a piston reciprocating engine. When the vapor pressure or explosion pressure ejected from the nozzle is low pressure, it is converted into energy that does not work and is thrown out between the turbine rotor blades. The engine of the present invention is an engine in which the pressure expanded by the explosion in an enclosed space mirrors the rotating piston.

Reciprocating piston engine It is an engine with higher output and higher level than that of a four-cylinder engine. In the case of a 4-cylinder reciprocating piston engine, intake from cylinder 1, compression from cylinder 3, explosion from cylinder 4, exhaust from cylinder 2, at this time, the driving energy generated by the 4-cylinder and consequent frictional energy loss, etc. There is a lot of energy loss due to up and down reciprocating motion. During this process, various parts generate explosive force once per cylinder in the process of repeating two rotations. However, in the engine of the present invention, since the explosive force is generated twice in the process of one rotation of the rotary piston shaft, a lot of driving energy loss and frictional energy loss is small compared to the reciprocating piston engine.

In order to obtain power by using the conventional technology hydrogen gas as an energy resource, research and development have been conducted to apply it to a reciprocating piston engine, but there are many problems in the structure of the engine, so the invention has not been put into practical use until now. When hydrogen gas is used as fuel in a reciprocating piston engine, the crankshaft rotates in reverse and the crankshaft rotates in reverse because the piston automatically ignites and explodes before reaching top dead center due to the high temperature of 500°C generated in the process of suction and compression in the cylinder. parts are damaged. On the other hand, if the engine is operated by lowering the air pressure in the cylinder to an appropriate level in order to avoid the generation of high heat due to high pressure, the output of the engine is weakened, which is not economical. Also, when hydrogen gas explodes in the cylinder, the hydrogen gas is reduced to its original water, so moisture formed in the cylinder may cause problems in lubrication in the cylinder.

The advantages of the rotary piston engine are as follows.

1. It is a rotating piston with no recoil resistance.

2. There are no large reciprocating parts that interfere with high output.

3. The number of parts is small, so the frictional energy loss is small.

4. Flue gas is automatically exhausted without exhaust valve resistance.

5. There is no separate flywheel.

6. Because the piston is rotary, it is easy to operate at the lowest low speed.

7. The rotary piston shaft is made of ball bearing roller bearings.

8. No lubricating oil is required in the housing 150.

9. There is no engine vibration because the piston is rotating.

In a reciprocating piston engine, when the engine is running, the engine coolant temperature is designed to receive the coolant heat within 85 to 95 degrees. When the engine is in an elliptical state, the piston is in an elliptical shape, and when the engine is operated, the internal temperature of the combustion chamber becomes 2.000 to 2.500 degrees due to the explosion heat generated in the combustion chamber. . At this time, the elliptical piston is deformed from an ellipse to a circle due to thermal expansion, and the engine operates normally in a circular cylinder. The reason for doing this is to transmit the strong explosive pressure applied to the piston head to the crank-shaft through the connecting rod through the piston pin. do. thickness should be increased. Therefore, since the value of thermal expansion is large in the piston pin area, the side with the piston pin is manufactured as an ellipse as much as the value expanded during the manufacturing process. In a piston engine, it is designed so that it neither receives too much heat from the coolant nor too little heat. It is equipped with an electronic thermostat to automatically adjust the engine temperature. The biggest reason is that it cannot be done in a direct cooling method due to the structure of the piston. However, in the engine of the present invention (see Fig. 4), the rotary piston can be directly cooled by the water cooling method, and the metallic thermal expansion dimension of the rotary piston can be reduced by the water cooling method. The gap of all rotating bodies is 100\3 with the tolerance of 1mm in the Korean industrial standard. 2. Precision production up to 1 or less is possible, and in this way, frictional heat cannot be generated in the part that comes into contact with the rotating piston during rotation, and engine operation with less explosive pressure leakage is possible.

(See Figs. 2, 170, 180) The A cylinder timing gear 170 is engaged with the A cylinder rotating piston 130 shaft and the B cylinder timing gear 180 is meshed with the B cylinder rotating piston 140 axis, so that the A cylinder rotating piston ( 130) The timing gear 170 rotates counterclockwise, and the B-cylinder rotary piston 140 and the timing gear 180 rotates clockwise. At this time, the A cylinder rotating piston 130, the timing gear 170 and the B cylinder rotating piston 140 and the timing gear 180 rotate in a state in which lubricating oil is supplied to lubricate. The cylinder A rotary piston 130 and the B cylinder rotary piston 140 rotate in a non-lubricated state in the housing 150 .

(See Fig. 11g) Here, the vertex 470 of the cylinder A rotating piston 140 rides the inner curve 480 of the cylinder B rotating piston 140 (see Fig. 11g, 470, 480, 490-1) and the vertex 490 In order to prevent frictional heat from being generated here, the A cylinder rotating piston (140) vertex (470) and the B cylinder rotating piston (140) inner curve (480) It should be manufactured so that it can rotate with a gap of 100/1, 2, 3 of 1mm between them. Even if the explosion pressure leaks through the gap, it must be manufactured so that 1 mm can rotate with 100/1, 2, 3 gaps. The reason is that when the engine operation is rotated for a long time, friction is gradually generated between the timing gear 170 of the cylinder A rotary piston 130 and the timing gear 180 of the cylinder B rotary piston 140 . (Refer to Fig. 11g, 470, 480, 490-1) When the worn timing gear reaches 100/1, 2, or 3 of 1mm, from here the rotary piston 130, the vertex 470 and the B cylinder rotary piston 140 A slight friction is generated between the inner curve (480) and the vertex (490-1) as much as the value generated in the first timing device. The theory that friction is generated but frictional heat cannot be generated during rotation is as follows. When the engine operation is continued for 30 days at 3.000 revolutions per minute, the engine timing gear (170) and timing gear (180) gear teeth are worn by 0.5 mm. The curve 480 is contacted and rotates toward the vertex 490-1, but frictional heat cannot be generated. This is because the wear value in the process of one rotation of the rotary piston is 0.000000000385.

Number of revolutions 3.000 × 60 minutes = 180.000

180.000×24 hours=4.320.000

4.320.000 × 30 days = 129600000.

0.5÷129600000.=0.000000000385 It is the value worn during the 1 rotation of the rotating piston. Therefore, there is 100% contact between the vertex 470 of the cylinder A rotary piston 130 and the inner curve 480 of the cylinder B rotary piston 140 and the outer vertex 490-1, so that the explosion pressure leakage without frictional heat occurs. You can drive without engine. Therefore, frictional force should not be generated in the initial operation process at the time of engine manufacturing. This is because frictional heat cannot be generated even after friction occurs. The air compressor produced by the above theory was actually used as an air compressor in generators, medium engines, marine engines, and GM 2-cycle diesel engines in the 1960s and 1970s. In a real engine, it can be seen as a wear value due to less friction. Therefore, there is no need for lubricating oil in the housing 150 . (See FIGS. 11b, 490, 460, and 470-1) In FIG. 11b, the same procedure as in 11g is performed.

You should do this. The vertex (470) of the cylinder A rotary piston (130) and the vertex (490) of the cylinder B rotary piston (140) are heat treated to increase the strength, and vice versa, the cylinder A rotary piston (130) vertex (470-1) and the B cylinder rotary piston (140) The vertex 490-1 does not need to be heat-treated because frictional heat may occur if both vertices are heat-treated. Therefore, (470-1) and (490-1) should not be heat treated so that the iron can be sheared even with slight friction. The reason is that metals with the same properties have a tendency to swell. This is because (470-1) and (490-1) metal properties change when the strength is increased by heat treatment (470) and (490). . If you do it as in the front, slight friction without invisible marks is generated in the process of 100% contact and rotation, but friction heat does not occur.

If you do it as in the front, than in a piston reciprocating engine. Engine operation without explosion pressure leakage is possible. However, the metal material of the timing gear is in contact with the vertex of the rotating piston than in the metal. The wear rate should be low. If the wear rate of the timing gear metal is sharply higher than that of the rotating piston metal, frictional heat is generated at the part where the vertices of the rotating piston are in contact and may be damaged, so the engine cannot be operated. Timing gear metal material selection is the most important. The metal at the vertices of the rotary pistons (470) and (490) must have a tremendous force on the tip of the metal sharpener in the lathe processing process. enough to withstand the pressure. With the development of metallurgy, there are many metals that can sufficiently withstand high temperature and high pressure.

In a reciprocating piston engine, the part that receives a lot of heat is the exhaust valve. The exhaust valve is a component that does not have a cooling device at all, and is made of metal that can withstand high heat and high pressure. The rotary piston shaft loaded with weight is equipped with a ball bearing or roller bearing, and the part that comes into contact with the rotary piston during rotation can be equipped with a different metal material for the part that is not loaded with weight. In the process of rotating the rotating piston, it is possible to operate the engine without explosion pressure leakage because the rotating piston rotates with an ultra-precise gap without friction. If the engine is manufactured with a clearance between the engine rotating body of 100\3 and 2.1 or less of 1mm, the engine can be operated without explosion pressure leakage compared to a reciprocating piston engine. The remaining fine gaps may be filled with gap adjusting pins 930 and 940 to prevent explosion pressure leakage. In the engine of the present invention, cooling equipment and precision are vital. Engine life is also longer than in reciprocating piston engines.

In the engine of the present invention, there is a shaft 660 of the cylinder A rotary piston 130 and a shaft 660 of the cylinder B rotary piston 140 . Since there are two rotary piston shafts, the A cylinder rotary piston 130 rotates counterclockwise, and the B cylinder rotary piston 140 rotates clockwise. At this time, if a large load is applied to only one rotating piston shaft, uneven wear may occur during the rotating piston rotation. Only then, the A cylinder rotating piston 130 and the B cylinder rotating piston 140 cannot cause partial wear of the rotating piston in the engine operation process. Only with such a gear device, the load applied to the A cylinder rotating piston 130 and the B cylinder rotating piston 140 becomes the same. The rotating piston shaft is twisted by a strong force. It may cause torsion, which may cause malfunction. The rotating piston shaft should have a large rolling force. Further techniques will be omitted since they are in the process of manufacturing the engine. Now, the fixed tube flame in the low-efficiency piston reciprocating engine that the blast pressure cannot leak in the cylinder only when the piston ring in the piston reciprocating engine is required is not applicable to the rotating piston engine of the present invention. In the engine of the present invention, water, which is an eternal energy resource that is ahead of the times with a cooling device and precision as the top priority, is a future-oriented hydrogen gas internal combustion engine theory.

[Prior art literature information]

[Document 1] General reciprocating piston automobile internal combustion engine.

[Document 2] Wankel rotating piston internal combustion engine invented by Vankel, a German Mercedes-Benz automobile company in 1954.

[Document 3] Hybrid organ.

[Document 4] Hydrogen fuel cell engine.

Hybrid vehicle engines, hydrogen fuel cell vehicle engines, and electric vehicles that have been developed and are in the initial stage have been developed and are in the initial stage of commercialization. The electric charging method and the water electrolysis method consume a lot of power, but the engine efficiency is low, so it is still dependent on fossil fuel internal combustion engine vehicles. Hydrogen fuel cell vehicles and electric vehicle engines have problems in that the high-speed driving distance is short and the battery charging time is long. Hydrogen fuel cell vehicle engines consume a lot of electricity in the process of electrolyzing water. Since the production cost is high, it cannot be put into practical use in earnest. It cannot be put to practical use until infinite power production, which is inherently cheap, is achieved. High-build automobile engines, hydrogen fuel cell automobile engines, and electric vehicle engines are not yet satisfactory automobile engines. It is only an eco-friendly automobile institution, and there are many problems as an institution that generates large volumes of water.

The present invention converts water, which is an alternative energy resource according to the depletion of fossil fuels, and hydrogen gas generated by electrolysis of water into explosive energy in the rotary piston engine of the present invention, thereby providing an existing reciprocating piston engine, a semi-reciprocating engine, and a hybrid engine. , than in hydrogen fuel cell engines and electric vehicle engines. It can produce high output. As described in the technical field, if the piston reciprocating engine can produce 1 horsepower with the fuel 00, the rotary piston engine of the present invention can produce 7.10 horsepower with the same amount of fuel 00. 1: 7.10.

In other words, if fuel 00 can produce 1 horsepower in a piston reciprocating engine for 1 hour, in the theory of the rotating piston engine of the present invention, 7.10 horsepower can be produced in 1 hour with the same amount of fuel 00. Out of 7.10 horsepower, 1 horsepower is used as vehicle driving energy as in the piston reciprocating engine, and the remaining 6.1 horsepower is used to generate electricity by rotating the generator. If you drive it continuously, it becomes the theory of a car that goes by just adding water.

As described in the technical field, if a generator close to infinity can be produced, the present invention that can produce a rotary piston engine capable of generating near-infinity power is a theory that can produce power and electricity close to infinity. . In a reciprocating piston engine, there is no energy left to produce electricity.

As another method, as in an electric diesel locomotive, the electric furnace corresponding to 1 horsepower produced by directly rotating the generator with the rotating piston engine of the present invention rotates the electric motor and uses it as vehicle driving energy, and the remaining electricity uses water as energy to drive the vehicle. If the engine of the present invention is continuously operated again with the hydrogen gas produced by electrolysis, it is possible to create an automobile engine that can be operated only by adding water. You can drive a car that doesn't cost fuel. In a low-efficiency piston reciprocating engine, it is only used as vehicle driving energy, and there is no excess energy, so electricity cannot be produced. Reciprocating piston engines, hydrogen fueled electric engines, and battery-charged electric vehicle engines are all unnecessary. The biggest reason for not inventing a water car so far is that the super-efficient rotary piston engine of the present invention has not been invented.

Hydrogen fuel cell automobile engines consume a lot of electricity in the process of electrolyzing water to obtain hydrogen gas, and battery-charged electric vehicle engines also consume a lot of electricity to charge the battery. have to build As revealed in the technical field and the experimental process of FIG. 9, the engine of the present invention produces electricity and hydrogen gas by itself as long as there is water, and there is no need for a coal-fired power plant and a nuclear power plant. no more skills Even in the number of parts required for the rotary piston engine of the present invention, it is an engine theory that generates power with a small number of parts that cannot be compared with a reciprocating piston engine.

As described above, as a new technology that completely improves the problems of conventional automobile engines, it is a rotary piston engine that generates power, reducing engine manufacturing cost and producing an eco-friendly water-friendly automobile engine with excellent performance in Korea for the first time in the world. can If the engine of the present invention is produced by rotating the generator to produce electricity in a very large size, the current coal-fired power plant and nuclear power plant are not needed. Largely, it is possible to obtain the same effect as above, and small, it is possible to obtain the same effect as below.

1. It is a rotating piston with no recoil resistance.

2. The rotary piston shaft is a ball bearing roller bearing with little friction loss.

3. Fewer parts of reciprocating piston engine.

4. The housing 150 (cylinder) length is longer than in a reciprocating piston engine.

5. Engine combustion gas is automatically exhausted throughout the entire process.

6. Because the piston is rotary, there is no vibration during engine operation.

7. No need for fossil fuels.

8. Since the air pressure supplied to the combustion chamber can be automatically adjusted, the lowest speed operation is possible.

9. No need to worry about fuel costs.

10. Minority fuel cell vehicles, battery-rechargeable electric vehicles, and other gas vehicles with low energy efficiency cannot be put to practical use in the future. This is because the present invention rotary piston automobile engine with superior energy efficiency was invented.

1 is a view showing the process of generating power from the air intake of the invention engine.
1a is a structural diagram of an air compressor rotating piston;
2 is a cross-sectional plan view of the entire engine of the present invention except for the A cylinder rotary piston 130, the B cylinder rotary piston 140, the air compressor A cylinder rotary piston 270, and the B cylinder rotary piston 280.
Fig. 3 is an overall cross-sectional view of cylinder B when the engine of the present invention is viewed from the side.
4 is a cooling water and cooling oil circulation diagram of the engine of the present invention.
5 is a structural perspective view of the A cylinder rotary piston 130 and the B cylinder rotary piston 140 .
6 is an internal cross-sectional view of the engine of the present invention viewed from the front.
7 is a structural diagram of each cylinder stator, a is a plan view, b is a cross-sectional view of a cylinder B seen from the side, c is a stator bottom view, d is a view of the stator from the left, and e is a rear view of the stator seen from the right.
8 is a structural diagram of the valve piston 350, a is a plan view looking down the valve piston 350 from above, b is a bottom view. c is the left side view, d is the overall sectional view,
Figure 9 is a piston reciprocating engine, the present invention rotary piston engine, the action of the force.
Figure 10 is a view for explaining the invention theory of the millstone, a traditional living tool in Korea,
11, 11a, 11b, 11c, 11d, 11e, 11f, 11g, 11h, and 11i are operational diagrams showing the administrative sequence of the invention organ;
12, it can be produced by extending from the A-cylinder B-cylinder to the C-cylinder D-cylinder of the present invention.
<Explanation of symbols for main parts of the drawing>
100 spark plug
110 A cylinder combustion chamber
120 B-cylinder combustion chamber
130 A cylinder rotary piston
140 B cylinder rotary piston
150 housing
160 housing appendix
170 A cylinder rotary piston (130) timing gear
180 B cylinder rotary piston (140) timing gear
190 A cylinder stator
200 B cylinder stator
210 air compressor air intake
220 compressed air outlet
220-1 front axle air inlet
230 Camshaft seal, engine oil storage room
240 housing right cover
250 Housing Appendix Left Cover
260 air compressor
270 Air Compressor A Cylinder Rotary Piston
280 Air Compressor B Cylinder Rotary Piston
290 stator bearing
300 Rotary Piston Shaft No. 1 Bearing
310 Rotary Piston Shaft No. 3 Bearing
320 Combustion chamber fuel supply shutoff valve
330 Combustion chamber opening/closing valve spring
340 valve cylinder
350 valve piston,
360 cam shaft axis
370 Hand-accessible during maintenance
380 Compressible fuel mixture storage room
390 Oil Leakproof Seal
390-1 Coolant Leakage Seal
400 Kasgid
410 No. 1 bearing lubricant supply port
420 bearing lubricating oil outlet
430 rotary piston shaft coolant hole sealing cap
440 Cooling water supply side and outlet partition steel plate
U-shaped groove into which the 450 rotary piston shaft partition iron plate 440 is inserted
460 inner curve of rotary piston 130
Heat-treated vertex of 470 rotary piston 130
470-1 The vertex of the rotary piston 130, which is not heat treated.
Inside curve of 480 rotary piston 140
Heat-treated vertex of 490 rotary piston 140
490-1 The vertex of the rotating piston 140 is the vertex that is not heat treated.
500 air cleaner
500-1 Air cleaner 2nd side
510 air pressure regulating valve
520 air pressure sensor
530 temperature sensor
540 air cooler
550 jet chamber
560 fuel mixture gas backflow shutoff valve
570 Housing Annex, Housing Cover Flue Gas Exhaust Groove
580 A cylinder flue gas exhaust port
590 Intermediate flue gas exhaust
600 B cylinder flue gas exhaust port
610 Air Compressor Rotary Piston Structure Diagram
620 Housing Appendix Coolant Circulation Hole
620-1 Housing Annex Coolant Outlet
630 timing gear lubricant supply port
630-1 Lubricant change port
Rotating piston space for 640 stator
650 acts as the left axis of the rotary piston and has two functions of the rotary piston balance wheel.
660 Rotating Piston Right Shaft
660-1 Rotating Piston Left Shaft
670 Rotating Piston Timing Gear Fixing Nut
680 timing gear cover
690 low pressure nozzle
700 stator valve cylinder compressed air inlet
710 stator coolant groove
720 air compressor A cylinder housing
730 air compressor B cylinder housing
740 valve piston compressed air inlet
750 Stator fuel mixture gas supply port supplied from injection chamber (550)
760 Rotating Piston Left Shaft Metal Bearing
770 valve seed
780 Stator Metal Bearing Lubricant Inlet
790 Stator Metal Bearing Lubricant Drain
800 valve piston bottom view parallel groove
Body containing 810 rotating piston coolant
820 rotary piston (130) and rotary piston (140) flue gas exhaust groove
830 stator oil ring, an action to prevent the explosion pressure generated in the combustion chamber from leaking into the stator (230) and an engine oil leak prevention ring
840 housing appendix oil ring
850 Stator Camshaft Seal Cap
860 valve guide
870 valve stem
880 Valve Piston Reiner Locky
890 Valve piston, valve cylinder gap Lubricant supply port
890-1 Valve guide, valve stem gap Lubricant supply port
900 rotary piston coolant inlet
900-1 rotary piston coolant outlet
920 rotary piston coolant groove
930 Housing 150 Fine Gap Adjustment Pin
940 Stator micro-gap adjustment pin
950 bolt hole
960 Metal bearings that act as Thrusto bearings
970 Rotary Piston Balance Wheel (650) Coolant Circulation
980 Cooling water supply square round groove
980-1 Coolant Drain Square Circular Groove
990 rotary piston shaft coolant supply port
990-1 rotary piston shaft coolant outlet
1.000 Breathing hole through which air escapes so that compressed air in the camshaft chamber 230 cannot be filled.
1.100 In the process of reciprocating the valve piston (350) up and down in the valve cylinder (340), lubricating oil may enter the valve piston (350) and accumulate, so the oil enters the camshaft seal (230) through the needle hole (1.100). Falling in, the compressed air exits through the 1.000 trachea.
1.200 each cylinder stator coolant inlet
1.300 Cooled hot water outlet
1.400 rotary piston shaft coolant supply circulation port
1.400-1 rotary piston shaft coolant discharge circulation port
1500 rotary piston oil leak, explosion pressure leak prevention ring
1600 Pipe pipe connected to the left cooling water groove and the right cooling water groove in the stator
1700 stator and rotary piston clearance lubrication inlet
When the 1800 mini oil pump, rotating piston shaft rotates, the oil filled in the camshaft groove (230) rises up the (1800) groove and supplies (890) and (890-1), and the filled oil flows between the bearing (290). will come down
1801 rotary piston shaft timing gear
1802 camshaft timing gear
1803 B-cylinder 140 and C-cylinder 140-1 connecting part
1804 spark plug high voltage wire hole
1805 Lubricating Oil Leakage Cap
1806 Camshaft (360), mini oil pump (1800), shaft on which the stator bearing (290) is mounted

1, the air purified in the air cleaner 500 is compressed by the air compressor 260, and the compressed air is supplied to the fuel injection chamber 550 through the pneumatic non-return valve 560 through the air cooler 540. In this process, in order to supply each cylinder combustion chamber with the air pressure required by the engine, the air pressure sensor 520 detects the air pressure required by the engine, and sends the detection signal to the air pressure regulator 510 as the air pressure required by the engine. It is converted and supplied to the fuel injection chamber 550 through the pneumatic backflow preventer 560 through the air cooler 540 . In addition, in order to supply the high-temperature air generated during the air compression process to the fuel injection chamber 550 at the temperature required by the engine, the air temperature sensor 530 detects the air temperature required by the engine, and the engine needs it. The detection signal to the air cooler 540 is converted to the air temperature required by the engine, and is supplied to the injection chamber 550 through the pneumatic non-return valve 560 . The stator fuel mixture gas of FIG. 3 through the indirect injection fuel mixture gas supply path 750 to the injection nozzle 690 at the same pressure as the air pressure required by the engine in the air pressure required by the engine and the air temperature required by the engine It is supplied to the fuel mixture gas storage chamber 380 through the supply port 750 . The reason why such a cooling device is necessary is to use hydrogen gas with a low ignition point as a fuel.

As another method, there is also a method of directly injecting the fuel of a diesel engine injection method by directly supplying high-temperature air generated by the compressor to the combustion chamber 120 to generate explosive power. In our institution, this method is safe. Reference numeral 700 in FIG. 1 is connected to 700 of the stator 200 in FIG. 3 .

1A is a structural diagram of an air compressor; In the drawing, reference numeral 720 denotes an A cylinder housing, 730 denotes a B cylinder housing, 270 denotes an A cylinder rotating piston, 280 denotes a B cylinder rotating piston, 210 denotes an air intake port, and 220 denotes a compressed air outlet. , 610 is the piston structure diagram

2 is an overall plan cross-sectional view except for the A cylinder rotary piston 130 , the B cylinder rotary piston 140 , the air compressor rotary piston 270 and the rotary piston 280 . Put the A cylinder rotary piston 130 and the B cylinder rotary piston 140 of FIG. 5 into the housing appendix 160 divided into A cylinder and B cylinder, and press-fit the No. 1 bearing 300 to the right (660) shaft of the rotary piston. Put the A cylinder rotary piston 130 into the A cylinder housing 150, and put the B cylinder rotary piston 140 into the B cylinder housing 150. Equipped with a bearing 760, the housing cover 250 is coupled to the housing appendix 160, and then an air compressor rotating piston 270 is installed on the right A cylinder rotating piston 130 shaft, and B cylinder rotating piston 140. An air compressor rotary piston 280 is press-fitted on the shaft, and coupled to the housing attachment 160 with a housing supplement cover 240, and a timing gear 170 is attached to the A cylinder rotary piston 130 shaft with a B cylinder rotary piston ( 140) A timing gear (180) is press-fitted to the shaft, then fixed by tightening a fixing nut (670), and a third bearing (310) is press-fitted to each cylinder rotating piston shaft, followed by an oil leak prevention seal (390) and coolant The timing gear cover 680 equipped with the leak-proof seal 390-1 is coupled to the housing cover 240. (See Fig. 7) The stators 190 and 200 having the same structure as in Fig. 7 (see Figs. 5 and 640) are inserted into the stator inlet ( 640) into the stator 190, put the B-cylinder stator 200 into the B-cylinder rotary piston 640, and combine it with the housing cover 250. It should be assembled as in (Fig. 11a, see) during the assembly or assembly process. As another assembling method, it may be assembled as shown in FIG. 11F. The cylinder A rotary piston 130 rotates counterclockwise around the stator 190, and the cylinder B rotary piston 140 rotates clockwise around the stator 200 to generate power. is an institution

3 is an overall cross-sectional view of the cylinder B of FIG. 2 viewed from the side. In the B cylinder housing appendix 160, the cooling water circulation port 620 and the air compressor rotary piston 280 are installed in the housing 720, the air inlet 210, the compressed air outlet 220, the rotary piston shaft No. 1 bearing ( 300) is installed, the casket 400 for preventing explosion pressure leakage is fitted, two circular grooves for fitting the oil ring 840, and the housing appendix oil ring ( 840), and then press-fitting the rotating piston 660 with the bearing 300 on the shaft, inserting the B cylinder rotating piston 140 of FIG. 5 into the B cylinder housing 150 as shown in FIG. , the left rotary piston (660-1) shaft is press-fitted with a No. 2 metal bearing 760, and a compression leak prevention casket 400 is installed in the housing appendix 160, and the housing appendix cover 250 is used as the housing appendix (160). ) to bind to. Next, an air compressor B cylinder rotary piston 280 is press-fitted to the B cylinder rotary piston 140 shaft and coupled to the housing appendix 160 with the housing appendix cover 240, followed by timing contributions to the rotary piston 140 shaft (180) is press-fitted and fixed by tightening the timing gear fixing nut (670), and the rotary piston shaft (660) is press-fitted with a No. 3 bearing (310), followed by an oil leak prevention seal (390) and a coolant leak prevention seal ( 390-1) is coupled to the housing supplement cover 240 with a timing gear cover 680 equipped therewith.

Separate B-cylinder stator 200 includes spark plug 100, combustion chamber 120, valve seed ring 770, compressed air supply port 700, fuel mixture gas supply port 750, fuel mixture gas storage chamber 380 ), valve guide 860, valve cylinder 340, combustion chamber opening/closing valve 320, valve piston 350, (see Figs. 8, 350, 740), valve piston compressed air supply port 740, valve spring (330), camshaft groove (230), camshaft (360), stator oil ring (830), (refer to FIGS. 6, 710,) coolant circulation port (710), compressed air in the camshaft chamber (230) Air vent hole (1000) through which to get out (1000), space for hands to enter during maintenance (370), stator bearing (290), mini oil pump (1800), part inlet cap (850), stator with a structure ( 200) into the rotary piston (140) and the stator inlet (640). (See Figs. 5 and 640) The important thing in the process of inserting is the process of assembling the above parts. The valve seed ring 770 is press-fitted into the combustion chamber 120 of the B-cylinder stator 200, and then the valve guide 860 is press-fitted, and the valve stem 870 of the B-cylinder combustion chamber 120 on-off valve 320 is press-fitted. ), insert the valve stem (870) into the hole in the valve guide (860) from top to bottom. (See FIGS. 8, 860, 870) After plugging in, open the camshaft seal 230 and cap 850 (see FIGS. 8, 330, 340, 350) and insert the valve spring 330 into the valve cylinder 340, Then, the valve piston (350) is put into the valve cylinder seal (340). In the process of inserting (see FIGS. 8 and 740 ), the compressed air supply hole 740 of the valve piston 350 must be assembled to match the compressed air supply hole 700 of the stator 200 . As the valve piston (350) can turn left and right, assemble the cam shaft (360) as shown in the drawing so that the cam can rotate on both rails (800) grooves of the valve piston (350), and then After raising it upwards (refer to Fig. 8, 880), assemble the valve stem 870 with a retainer lock key 880, and put the valve piston 350 down. at the end of bonding. In the stator 200, an oilless bearing 960 and a stator oil ring 830, which play the role of a thrust bearing, are inserted into the stator inlet 640 of the rotary piston 140 (refer to FIGS. 5 and 640) and the stator ( 200) is pushed in. It is pushed in and coupled to the housing cover (250). Then, the cooling water supply port 1200 of the stator 200 is connected to the coolant cooler OUT side, the cooling water discharge port 1300 is connected to the coolant cooler IN side, and the fuel mixture gas supply port 750 is connected to (750) in FIG. In addition, the air supply port 700 with compression force is connected with 700 of FIG. 1 . The reason for connecting 700 in FIG. 1 is that when the fuel mixture gas having a compressive force is put only in the fuel mixture gas storage chamber 380, the combustion chamber 120 on-off valve 320 is abnormally caused by the fuel mixture gas pressure having a compressive force. This is because the combustion chamber 120, the opening/closing valve 320 is opened upward, and the operation of blocking the fuel mixture gas supply to the combustion chamber 120 is abnormally performed, so that the engine cannot be operated. However, the compressed air supplied from the compressor 260 of FIG. 1 is put into the valve cylinder 340 through the compressed air supply port 700 and the compressed air supply port 740 of the valve piston 350. When the valve piston 350 is pushed down with the camshaft 360, the opening/closing valve 320 of the combustion chamber 120 can open and close the B cylinder combustion chamber 120 normally only by the tension force of the valve spring 330. have. The compressed air supplied into the valve cylinder 340 is pure compressed air. At 630 of the drawing, the timing gear lubricant supply port 630-1 is at the same time as the part assembly process ends at the B cylinder at the front of the gear lubricant exchange port, and is also made in the A cylinder stator 190. It generates rotational power.

4 is related to the engine coolant circulation method and the engine parts lubricant supply method (refer to FIG. 4a 620). The cooling water put into the housing block 160 and the cooling water supply port 620 is circulated in the direction of the arrow, and the heated water is discharged through the outlet (620- 1) is discharged. The discharged cooling water is cooled again and re-supplied toward the cooling water supply port 620 . The cooling water circulation method is the same for cylinder A and cylinder B.

A and b of the drawing are cross-sectional views of the rotary piston shaft 660 and the timing gear cover 680 in a rotary piston cooling method. The coolant put into the (900) side of the drawing goes through the timing gear cover's quadrangular circular groove (980) and goes toward the rotary piston shaft (990) (1400-1) and circulates in the direction of the arrow through the semi-circular groove (920) ) through the semi-circular groove (1400), through the circulation port, into the rotary piston shaft (990-1) in the circulation diagram b in the direction of the arrow, and turn around the timing cover (980-1) round the square groove to the coolant outlet (900). -1) is discharged. The discharged cooling water is cooled again in the cooler, and is put into the cooling water supply port 900 and recirculated. In the process of assembling the parts, the cooled cooling water may be put in the opposite direction toward the outlet 900 - 1 as convenient, or the heated water may be discharged toward the supply port 900 . The cooling water circulation method of cylinder A and cylinder B is the same.

Next is the stator cooling method. (See Figs. 7, 1200, 1300) The left cooling water put into the cooling water supply port 1200 (see Figs. 6 and 1600) is moved to the right cooling water groove through the pipe pipe, and the transferred cooling water is circulated in the direction of the arrow. 1300) is released. The discharged water is cooled again and put into the cooling water supply port 1200 . The A-cylinder and B-cylinder stator coolant circulation methods are the same.

Reference numeral 210 in the drawing denotes an air intake port, 220 denotes a compressed air pressure outlet, 410 denotes a lubricating oil supply port between the rotary piston balance wheel and the housing block, 420 denotes an oil outlet, and 780 denotes a rotary piston No. 2 metal Bearing oil supply port, (790) is metal bearing oil outlet, (1700) is stator and rotating piston gap lubricant supply port, (890) is valve cylinder 340 and valve piston (350), gap lubricant supply port, ( 890-1) is the lubricating oil supply port between the valve stem and the valve guide, (1500) is the rotary piston explosion pressure leakage prevention and oil leakage prevention ring, (1600) is the pipe pipe that moves the stator coolant from the left groove to the right groove, (1700) ) is for preventing compression leakage and oil leakage to prevent the explosion pressure generated in the combustion chamber 120 from leaking toward the cam shaft groove 230, fixing and rotating piston gap lubricating oil supply port, and the mini oil pump (1800) is for the camshaft (1800). 230) When the lubricating oil filled in the groove is pushed up by the mini oil pump and filled in the empty spaces (890) and (890-1), it automatically supplies lubrication to (890) and (890-1). (400) is a gasgit for preventing explosion pressure leakage. (1.000) indicates that when the compressed air in the valve cylinder 340 and the explosion pressure generated in the combustion chamber 120 fill the leaking camshaft chamber 230, the valve piston 350 cannot function normally. A vent hole through which compressed air can escape through the air pore (1.000).

5 is a cylinder A and B cylinder rotary piston structure diagram, 640 is a space in which each cylinder stator 190 and the stator 200 are put into (640) and installed. (460) is the inner curve of the A cylinder rotating piston, (470) is the outer vertex, (810) the body containing the coolant, (360) is the camshaft that operates the combustion chamber opening/closing valve 320, (650) is the balance wheel, ( 660-1) is the left shaft of the rotary piston, and the mini oil pump (1800) rotates as an oil pump for supplying lubricating oil to the valve cylinder (340), valve piston (350), valve stem (870) and valve guide (860). When the piston shaft rotates, the lubricating oil filled in the camshaft groove (230) rises along the (1800) groove and fills the space grooves with (890) and (890-1) automatically. 1), the remaining oil lubricates the stator bearing 290 and flows down toward 230. At 820 (see Fig. 11e, 820), the cylinder A rotating piston 130 rotates counterclockwise. In the process of rotating the B cylinder rotating piston 140 in a clockwise direction, the vertex 490-1 of the B cylinder rotating piston 140 rides the vertex 470 of the A cylinder rotating piston 130 inside It rotates toward the curve 460. In this process, a compressive force, which interferes with the rotating force, is generated between the vertices of the rotating piston 130 and the rotating piston 140. The combustion gas that can generate the compressive force rotates the A cylinder. Through the combustion gas exhaust groove 820 of the piston 130, it exits through the combustion gas exhaust port 590 through the deep exhaust groove 570 of the housing appendix 160 and the housing appendix cover 250. Cylinder A The rotary piston 130 and the B cylinder rotary piston 140 have the same structure, except that the direction of the flue gas exhaust groove 820 is different.

6 is an internal cross-sectional view of the engine of the present invention viewed from the front. A cylinder is on the left, and a cylinder B is on the right. A cylinder rotary piston 130 and B cylinder rotary piston 140 are put into the housing appendix 160, and the A cylinder rotary piston 130 rotates counterclockwise around the A cylinder stator 190, and the B cylinder The rotary piston 140 rotates clockwise around the B-cylinder stator 200 . Reference numeral 150 denotes A cylinder, B cylinder housing, reference numeral 380 in the drawing denotes a fuel mixture gas storage chamber with compressive force supplied from the injection chamber 550 in Fig. 1, and 320 denotes a combustion chamber 110 and 120 opening and closing valves. , (580), (590), (600) is a combustion gas exhaust port, (360) is a cam shaft groove, (330) is a combustion chamber opening/closing valve spring, (820) is (see Fig. 11, cylinder B) rotary piston 130 ) rotates counterclockwise and the rotary piston 140 rotates clockwise, the combustion gas that interferes with the rotational force passes through the exhaust port 820, the housing appendix exhaust groove 570 and the housing appendix cover It is exhausted to the intermediate flue gas exhaust port 590 through 570 of 250. (620) housing appendix cooling water circulation port, (710) stator cooling water circulation port, (930) is a micro-gap pin with a fitting length that fits the clearance according to the clearance value to prevent compression leakage between the inner wall of the housing 150 and the outer wall of the rotary piston , (940)) is a long micro-gap pin that prevents leakage of explosion pressure between the inner wall of the rotating piston and the outer wall of the stator, (650) is the balance wheel, (460) is the inner curve of the cylinder A rotating piston, and (470) is the cylinder A rotation The outer vertex of the piston (140), (480) is the B cylinder rotary piston (140), the inner curve (490) is the B cylinder rotary piston (140) the outer vertex, and (470-1) and (490-1) are not heat treated Vertex 230 is a cap shaft oil storage chamber, 850 is a cam shaft chamber cap, 340 is a valve cylinder, 350 is a valve piston (see FIGS. 8 and 350), 950 is a bolt hole. (1600) is coolant circulation pipe.

7 is an A-cylinder stator 190 and a B-cylinder stator 200 internal structure diagram. a is a top-down plan view of the stator, (100) is a spark plug, (320) is a combustion chamber fuel mixture gas supply shutoff valve, (120) is a B cylinder combustion chamber, b is an internal cross-sectional view of the stator from the side, ( 890) is between the valve cylinder 340 and the valve piston (350) gap lubricant supply port, (890-1) the valve stem and the valve guide (860) the lubricant supply port, and (1000) is between the inner wall of the valve cylinder and the outer wall of the valve piston. When the leaked air pressure is filled in the cam shaft chamber 230, or when the explosion pressure with the compressive force generated in the combustion chamber leaks and fills the cam shaft chamber 230, the valve piston cannot function normally, so the compression force is reduced. Exhausted combustion gas or compressed air escapes through the breathing hole 1000 , and the leaked oil falls into the camshaft groove 230 . c is the bottom view of the stator, 850 is the camshaft groove sealing cap, d is the left side view, 100 is the spark plug 1200 is the stator cooling water supply port, 1300 is the stator heated water outlet, ( 700) is a compressed air supply port, (1000) is a compressed air pressure outlet, e is the stator viewed from the right, and Figure 1700 is a lubricant supply port between the stator and the rotary piston. (830) is a reeling that prevents the explosion pressure generated in the combustion chamber from leaking and entering the cam shaft chamber.

8 is a structure diagram of the valve piston, a is a plan view of the valve piston from above, b is a bottom view of the valve piston, so that the valve piston 350 cannot rotate left and right in the up-and-down reciprocating process in the valve cylinder (FIG. 3, 360) The cam of the camshaft rides along the groove in the protruding part 800, and the groove c is the left side view of the valve piston so that the camshaft can rotate. is supplied to the inside of the valve piston (350) through the valve piston (740). d is the entire internal cross-sectional view of the valve piston (350), (860) the valve guide, (330) the valve spring, (870) the valve stem, (880) the retainer lock key, (350) the valve piston, (1100) As the silver valve piston 350 moves up and down in the valve cylinder 340, a very small amount of lubricant enters and accumulates in the valve piston 350. A very small needle hole and needle hole must be drilled under the valve piston so that it falls into the camshaft chamber 230 through the needle hole 1100 and the air can escape through the breathing hole 1000 . (1.100) Do not drill large holes. The reason is that when the air pressure in the valve cylinder 340 drops, the valve piston 350 cannot function normally.

Figure 9 is a piston reciprocating internal combustion engine, a rotary piston internal combustion engine of the present invention, which engine is a view for examining the basic theory of which engine can generate a strong force with less fuel. With a single-cylinder piston reciprocating internal combustion engine, an experiment was conducted for each crankshaft pin angle using the force that pushes the piston down using the unweighted (gram) unit, not the explosive pressure. (Refer to Figure 9, No. 1~18) The crankshaft cannot be rotated even if the piston is pushed down with infinite pressure when the crank pin No. 1, the connecting rod, and the piston are in a straight line and at an angle of 90 degrees horizontally and vertically. 9 and 2, at an angle of 80 degrees, the crankshaft had to be pushed down with a large pressure of 4.264 to rotate the crankshaft. there was. 9 and 4, it was possible to rotate the crankshaft with a pushing pressure of 780 at a 60 degree angle, in No. 5, less than in No. 4, with 572 pressure, in No. 6, with 468 force, less than in No. 5, and in No. 7, than in No. 6. With a small 416 force, the 8th was able to turn the crankshaft with the least pressure here, 364 less than the 7th. Here, the theory is the same as the theory of the present invention. 11f The lower part of the B cylinder combustion chamber 120 is sealed by the combustion chamber opening/closing valve 320 and an explosive force is generated at the same time. When the combustion chamber 120 is opened at the same time, in the process of FIGS. 11G and 11H, the explosion pressure faces the rotary piston 130 and mirrors the head role rotary piston 140 in a clockwise direction in the reciprocating piston engine. Here, the theory corresponds to the 20 degree angle in Figures 9 and 8. (a) The central axis of the B cylinder rotary piston 140 and the directional angle of the explosion pressure pushing the front rear of the rotary piston is (a) the magnetic angle Figure 9 , it is possible to rotate the rotary piston shaft with a small pressure of 364 corresponding to an angle of 8 times 20 degrees. 9 and 364 at the 0 degree angle, 416 at the 0 degree angle, the efficiency drops sharply after the 0 degree angle, 468 at the 11th -10 degree angle, 520 at the 12th -20 degree angle, and 676 at the 13th -30 degree angle , 14th -40 degree angle 784, 15th -50 degree angle 1.040, 16th -60 degree angle 1.560, 17th -70 degree angle 2.964, 18th -80 degree angle 8.960 or more could do it

The experimental values below are comparative values that can rotate the rotating shaft in the reciprocating piston engine of the present invention.

[look]

A above is the pressure that can initially rotate the crankshaft in the piston reciprocating engine, and is the pressure for each angle, and B above is the pressure that can initially rotate the rotating piston shaft in any direction independent of the angle in the theory of the present invention. C above is for a piston reciprocating engine, at a pressure that can rotate the crankshaft at different angles at the earliest. Example Fig. 9, No. 2 at an angle of 80 degrees, 42.64 ÷ 208 = 20.5 times more than in the rotary piston engine of the present invention. 20.5 times more compression force is required to rotate the crankshaft for the first time. The above sum of 25.116 is the sum of the pressures that initially rotate the crankshaft for different angles in the piston reciprocating engine, and the total number of 3.536 is the sum of the pressures that can initially rotate the rotating piston shaft regardless of the angle of the rotating piston engine of the present invention. . 25.116÷3.536=7.10.

In other words, the reciprocating piston engine can produce 1 horsepower for 1 hour with fuel 00, so if you go the distance that can be traveled with 1 horsepower, the rotating piston engine of the present invention generates strong energy of more than 7.1 horsepower with the same amount of fuel 00 can do it With 1 horsepower out of 7.1 horsepower, it goes the distance that it can travel with 1 horsepower as in a piston reciprocating engine, and with the remaining 6.1 horsepower, the engine of the present invention is continuously operated with hydrogen gas produced by electrolysis of water. It becomes the theory of a car that goes by just adding water.

As in the above experimental values, in the reciprocating piston engine, the efficiency drops sharply after passing through FIGS. The reason that strong force cannot be generated is that during one revolution of the crankshaft, the crank failure phenomenon that interferes with the rotational force occurs twice at the top dead center and bottom dead center of the cylinder. 9, 8 and 20 degree angles come once. However, in the theory of the rotary piston engine of the present invention, when explosive force is generated in the combustion chamber, the 208 high-efficiency (a) perception continues to be formed from the beginning until the explosive pressure escapes through the exhaust port. .

10 is a view illustrating the piston reciprocating engine theory and the millstone, which is a traditional living tool in Korea, in order to easily understand the rotary piston engine theory of the present invention. Number (15) in the drawing is the center of the piston reciprocating engine crankshaft, and number 10 is the crankshaft pin. The arrow in the drawing serves as a connecting-rod. With the central axis (15) of the millstone, the handle (10) of the millstone, and the arrow making a straight line, look at the central axis of the millstone No. 15 in the direction of the arrow and push No. 10 in the direction of the arrow, no matter how much force can't even turn a millstone. Here, the theory is (see Fig. 9, No. 1 90 degree angle). The highest explosive force is generated at the top dead center of the cylinder of the piston reciprocating engine, but the crankshaft cannot be rotated due to the crank failure. In order to rotate the millstone (see Fig. 9, No. 2, 80 degree angle), the rotational force starts when the crankshaft pin angle deviates from the vertical angle even if it is 0.1 degree from the vertical angle. As shown in Fig. 9, it can be seen well by conducting an experiment for each angle. The theory is that the piston has a high explosive force at top dead center of the cylinder, but starts with weak rotational force.

In Figures 10 and 2, the millstone can be rotated with little force from the beginning because the handle 10 of the millstone is pushed along the back of the handle 10 in a circular manner in the direction of the arrow from the beginning. Here, the theory of the present invention is the B-cylinder combustion chamber 120 is opened when the rotary piston 140 rotates clockwise in the latter half of 11g for the explosion pressure completely burned in the process of FIGS. 11f and 11g. At the same time, FIGS. 11g and 11h In the process, the explosion pressure pushes the rotary piston 130 with its back and the rotary piston 140 clockwise. Here, the theory is the same as the present invention. (a) Self-aware high-efficiency angle that pushes along the central axis of the B-cylinder rotating piston 140 and the front of the rotating piston in the direction of rotation. Based on the theory of the present invention, the millstone is rotated with little force from the beginning regardless of the angle within the housing 150. . This theory is the same as the 20 degree angle of Figs.

11, cylinder A, the rotary piston 130 rotates counterclockwise and the combustion chamber 110 has a camshaft 360 and a combustion chamber opening/closing valve 320 in the process of rotating the B cylinder rotary piston 140 clockwise. ), the fuel mixture gas having the compression force supplied to the fuel mixture gas storage chamber 380 is supplied to the combustion chamber 110 by the action.

Cylinder B, the explosion pressure generated in the entire process pushes the rotary piston 140 clockwise with its back to the rotary piston 130. In this process, the vertex 470-1 of the rotating piston 130 of the A cylinder rides the vertex 490 of the rotating piston 140 of the B cylinder and rotates toward the inner curve 480 of the close contact. At this time, between the vertices of the rotary piston 130 and the rotary piston 140, a compressive force that interferes with the rotational force is generated. Combustion gas generating compression force passes through the exhaust groove 820 of the rotary piston 140 through the intermediate exhaust port ( 590).

11a The cylinder A combustion chamber 110 is sealed by the action of the cylinder A camshaft 360, and explosive force is generated by the ignition device at the same time.

B cylinder is in the process of pushing the rotary piston 140 clockwise by the explosion pressure generated in the previous stage.

11b In the cylinder A combustion chamber 110, the vertex 490 of the cylinder B rotary piston 140 in a state where the explosive force is completely burned is rotated along the inner curve 460 of the cylinder A rotary piston 130. The piston 130 rotates toward the outer vertex 470-1. In the second half of 11b, the upper part of the combustion chamber 110 is opened by the rotary piston 130 and the explosion pressure is ejected into the A cylinder housing 150. (130) is pushed out in a counterclockwise direction.

It is in the process of mirroring the rotary piston 140 in a clockwise direction by the explosion pressure generated in the previous stage of cylinder B.

11c The explosion pressure generated in the A cylinder combustion chamber 110 pushes the rotary piston 140 counterclockwise with its back to the rotary piston 140 .

As the exhaust port 600 is opened by the B cylinder rotary piston 140 , the explosion pressure in the housing 150 is exhausted through the exhaust port 600 . At this time, a slight vacuum is instantaneously generated at the end of the housing 150 where the combustion chamber 120 is located by the exhaust gas outflow inertia generated in the process where the explosive pressure with the compressive force is momentarily drawn out through the exhaust port 600 . At the same time as the vacuum is generated, the rotary piston 140 rotates clockwise in the next step, and the upper part of the combustion chamber 120 is sealed by the rotary piston 140 .

11d The explosion pressure in the cylinder A housing 150 pushes the cylinder A rotary piston 130 counterclockwise.

The lower part of the combustion chamber 120 is opened by the action of the B-cylinder rotating piston 140 clockwise rotating the camshaft 360 and the combustion chamber opening/closing valve 320, and the fuel mixture gas having the compression force supplied to the fuel mixture gas storage chamber 380 is supplied to the sealed combustion chamber 120 with a slight vacuum. The combustion gas in the housing 150 is automatically exhausted through the exhaust port 600 .

11e The rotary piston 130 is pushed in the counterclockwise direction by the explosion pressure generated in the previous stage of cylinder A.

The fuel mixture gas supplied to the fuel mixture gas storage chamber 380 is supplied to the combustion chamber 120 in a state where the lower part of the combustion chamber 120 is opened by the action of the B cylinder camshaft 360 and the combustion chamber opening/closing valve 320 .

11f The explosion pressure in the cylinder housing 150 pushes the rotary piston 130 counterclockwise.

The lower part of the B cylinder combustion chamber 120 is sealed by the action of the on-off valve 320, and at the same time, explosive force is generated by the ignition device.

11g A The explosion pressure in the cylinder housing 150 pushes the rotary piston 130 counterclockwise.

In the B cylinder combustion chamber 120, in the state where the explosive force is generated, the A cylinder rotating piston 130, the vertex 470, rides the B cylinder rotating piston 140, the inner curve 480, In the next step, the upper part of the B cylinder combustion chamber 120 is opened and the explosion pressure is ejected into the housing 150. The piston 140 is pushed in a clockwise direction.

11h The combustion gas exhaust port 580 is opened while the rotary piston 130 of the A cylinder rotates counterclockwise, and the combustion gas having a compressive force is exhausted through the exhaust port 580. At this time, a slight vacuum is instantaneously generated at the end of the housing 150 having the combustion chamber 110 by the exhaust gas outflow inertia generated in the process in which the combustion gas having the compression force is instantaneously exhausted. At the same time the vacuum is generated, the upper part of the combustion chamber 110 is sealed by the rotary piston 130 in the next step.

The explosion pressure generated in the stage before cylinder B pushes the rotary piston 140 clockwise with its back to the rotary piston 130 .

11i The lower part of the A cylinder combustion chamber 110 is opened by the action of the camshaft 360 and the on/off valve 320, and the fuel mixture gas is supplied to the combustion chamber 110 sealed with a vacuum. The combustion gas in the housing 150 is exhausted through the exhaust port 580 .

The explosive pressure in the B cylinder housing 150 pushes the rotary piston 140 clockwise with its back to the rotary piston 130 . The process of Fig. 11 is continued. Since the A-cylinder rotary piston 130 and the B-cylinder rotary piston 140 generate two explosive forces in the course of one rotation, it is an engine corresponding to a four-cylinder reciprocating piston engine.

What is important is that in the piston reciprocating engine, the piston sucks the fuel mixture gas downward and the piston upward compression process is performed. Since it is a method to put in, the camshaft 360 must be made so that the combustion chamber opening/closing valve opens and closes quickly. The reason is to give enough time for the fuel mixture supplied to the combustion chamber to ignite, ignite, and burn completely with sufficient time.

12 is an engine designed by increasing the number of cylinders from cylinder A cylinder B to cylinder C cylinder D in FIG. It is an engine corresponding to an 8-cylinder reciprocating piston engine, and the explosive force is generated 4 times in the process of one rotation of the rotating piston shaft. Cylindrical numbers are arranged in the form of a + cross. It can be operated with buses, trucks, construction heavy machinery engines, and large engines that require high power. By increasing the number of cylinders of E and F cylinders, it is an engine corresponding to a 12-cylinder reciprocating piston type, and it is possible to produce high output for very large generators, oil tankers, and large ships that require high output. Unlike a reciprocating piston engine, as the number of cylinders increases, the engine efficiency increases.

Claims (2)

Insert the oil ring 840 into the A cylinder housing appendix 160, which is divided into A cylinder and B cylinder, and then press-fit the rotary piston shaft No. 1 bearing 300. (160) put in the A cylinder rotating piston (130) and press-fit the A cylinder air compressor rotating piston (270) to the housing appendix (160) with the housing cover (240), followed by the A cylinder rotating piston (130) shaft The A cylinder timing gear 170 is press-fitted to the cylinder and fixed by tightening with a fixing nut 670, and the 3 bearing 310 is press-fitted to the A cylinder rotating piston 130 shaft, followed by an oil seal 390 to provide timing. Coupled to the housing appendix cover 240 with the gear cover 680, followed by press-fitting the coolant seal (390-1), coupled with the housing appendix cover 250 to the left housing appendix 160, with the rotary piston shaft (660-1) ) with the rotary piston shaft No. 2 metal bearing 760, and press the valve seed ring 770 and the valve guide 860 into the separate, A cylinder stator 190 from top to bottom. (320) Insert the valve stem (820) into the valve guide (860) hole. Next, open the camshaft chamber (230) cap (850), put the valve spring (340) into the valve piston (350), and put the valve piston (350) above the valve cylinder (340). In the process of inserting the valve piston (350) The compressed air supply port 740 must be assembled to coincide with the compressed air supply port 700 of the stator 190 . Next, the valve stem 870 is assembled with the retainer lock key 880, and then the stator thrust bearing 960 and the oil ring 830 are fitted, and the A cylinder rotating piston (130) shaft (1,806), the camshaft (360), mini oil pump (1,800), and the stator bearing (290) are press-fitted, and the cylinder A stator (190) is pushed into the cylinder A rotary piston (130) and the stator inlet (640) to cover the housing. Coupled to 250, the fuel mixture gas supply port 750 is connected with the fuel mixture gas supply port 750 of FIG. 1, and then the compressed air supply port 700 is connected with the compressed air supply port 700 of FIG. Then, connect the coolant supply port (1.200) of the stator (190) to the coolant cooler outlet (OUT) side, and connect the stator outlet (1.300) to the cooler (IN) side. make it In cylinder B, assemble or combine in the same way as in cylinder A. Claim 1
Claim 2 relates to a rotary piston cooling device, and the coolant put into the coolant supply port (900) drilled in the timing gear cover (680) of the A cylinder is rotated around the timing gear cover (680) and the square circular groove (980). The coolant that enters the piston (660) shaft hole (990) rides the (1.400) semicircular groove partitioned by the partition iron plate (440) through the hole below the center of the circulating rotating piston balance wheel (650) through the coolant groove (920) Circulate upward, through the upper coolant groove (920) and coolant circulation hole (970), through the rotary piston (660) shaft partition (1400-1) semi-circle groove, through the rotary piston (660) shaft hole (990-1) through the timing gear The cover 980-1 is discharged to the discharge port 900-1 by riding around the square circular groove. The discharged hot water is cooled and put into the timing gear cover 900 and recirculated. The cooling water circulation method of cylinder A and cylinder B is the same. A rotating piston internal combustion engine featuring water cooling.

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