Twin-wheel opposed rotor engine

Abstract

A double-wheel opposed rotor engine. The engine includes: a main body system; a main motion system; a valve system; an exhaust system; a fuel supply system; a cooling system; a lubrication system; an ignition system; and an electronic control system. Major improvements have been made to each system. When the main wheel convexly rotates, it enters the secondary wheel concave to form an annular combustion chamber. Its front end pushes the previous combustion exhaust gas to be discharged from the natural mouth, and there is a new explosion in the rear section. High-pressure gas is continuously and automatically injected into the combustion chamber from the secondary wheel air guide port, and it seals itself as it rotates. Therefore, the invention has a simple structure, high thermal efficiency, fuel saving, environmental protection, and directly generates rotational power. It is small in size, light in weight, high in horsepower, low in noise, easy to cool, easy to make, easy to configure, and suitable for automobiles, ships, small aircraft, helicopters, and various agricultural power machinery, military machinery, and engineering machinery.

Description

Technical field:

[0001] The present invention relates to an engine, and in particular to a rotary engine with outstanding energy-saving effect, small size, light weight, high horsepower, low noise, low vibration, and can be widely used in automobiles, ships, motorcycles and various rotary engines using fuel as power source. Background technology:

[0002] Since the advent of the internal combustion engine in the 18th century, mankind has entered an era where machines replace human labor. Engines are widely used in various mechanical powers, especially the power of transportation machinery, which has greatly promoted the development of productivity and human progress, and caused an industrial revolution. In the past three hundred years, the engine has made great contributions to the liberation of labor and the promotion of production compared with previous years. However, its basic configuration and structural design, like other scientific and technological aspects, have the characteristics of the times and are not perfect. Among them, the engine uses the linear rotation power of the piston, which is its important feature. This inevitably adds many additional structures, which not only makes it bulky and heavy, but also increases the various friction resistances caused by these additional parts and certain restrictions on the increase of torque. People always feel that there is something missing in the basic configuration design of the engine. Is there a way to directly generate rotational power without connecting rod-crankshaft? This is what people have always longed for. All countries have invested a lot of manpower, material resources and financial resources in research, striving to be the first to manufacture such an engine, especially developed countries, which invest a lot of financial and material resources every year, because this not only affects the economy, but also has a significant impact on other aspects of social development. But so far, more than 95% of the engines produced in the world are still piston linear reciprocating motion engines. Only a few should be used in special fields of jet engines and electric engines. The vast majority of the trillions of dollars of oil produced in the world each year is used in fuel engines. The energy stored in the fuel is converted into mechanical power through vaporization and combustion, which requires a certain working procedure and strict conditions based on the mechanical structure, such as constantly removing the burned gas, adjusting the injection of mixed gas, and compressing it as necessary, and then exploding. In terms of the structure of the engine, it is also necessary to have high pressure resistance, high temperature resistance, sealing, wear resistance, high lubrication and continuous cooling, etc., and each component under adjustment and rotation works highly accurately. These strict and special requirements make it difficult for researchers to design an engine that can meet the above requirements and directly generate rotary power. To change the original design, it is not only a structural problem, but also requires the continuous development and progress of many related disciplines to support its design, such as high requirements for material science, high requirements for casting processing technology and engineering technology, and high requirements for surface and structural treatment technology and process. Without the development and technological progress of these related disciplines, it is impossible to completely change the original design. Therefore, for a long time, people have focused on reselecting and improving various components and some systems around the original working method to make it more refined. There has indeed been some progress in many aspects, which has played a good effect.

[0003] In the middle of the 20th century, Japanese researchers used their excellent comprehensive strength to invent a rotary engine that can directly generate rotary power. It changed the original piston linear reciprocating motion form, and used the way that the rotor swings around the eccentric wheel in the cylinder to continuously generate space and compression, and through the explosion of compressed gas, it generates space again, completes the process of intake and exhaust compression and explosion, and drives the rotation of the shaft. The size and weight of the engine have been greatly reduced. Theoretically, it has many advantages over the original engine, but there are still some difficulties and shortcomings that are difficult to overcome. For example, the rotary engine can only make the shaft rotate 1 / 3 of a circle in one stroke, which limits the speed from the stroke. In addition, the sealing area of ​​the tip of the rotor is very small, which is not conducive to the installation of the sealing ring. To achieve a high sealing effect when it rotates at high speed, it is necessary to increase the pressure of the rotor tip on the cylinder surface, which increases wear. To reduce wear, it is necessary to increase the consumption of lubricating oil as compensation. When the rotor swings around the eccentric wheel, it will produce a certain vibration, consume a certain amount of energy and increase wear. The structure of the combustion chamber of the rotary engine is not conducive to the rapid and comprehensive combustion of the gas. There are also some other difficulties and problems that have been difficult to overcome, which have prevented the rotary engine from widely occupying the market to replace the original engine.

[0004] In the research of engines with other working modes, some developed countries have successively developed gas turbines and jet turbines, especially jet turbines, which can directly generate powerful ultra-high-speed rotational force. However, due to its complex structure, high cost, fuel consumption and other reasons, it can only be used in airplanes and high-speed and high-end racing cars, and cannot be widely used in general transportation vehicles and other mechanical power sources. Others such as electric cars and solar cars, although they have been successfully developed and are more suitable for environmental protection, there are also many problems, such as the more serious pollution caused by the newly emerging battery fluid consumption, as well as problems in cost, power, range and other aspects. So far, fuel engines still occupy the vast majority of the market, and it will take a long time to change this situation without using fuel. In recent years, with the development of computer and electronic technology, the use of microcomputers and special sensors to perform self-detection, automatic adjustment and intelligent control of various systems of automobile engines has reached a considerable level. It can perform various adjustments and controls at high speed, accurately and automatically, greatly improving the performance of the engine and making the functions of some systems of automobile engines reach a relatively perfect level. However, in the power part of the engine, the imperfect structure in which the linear reciprocating motion of the piston generates rotational power through the connecting rod and crankshaft is still in use, and this type of engine occupies most of the market.

[0005] It is internationally recognized that the fuel energy utilization rate in existing technologies is only about 35%, and most of the heat energy fails to do effective work. About 25% of it is consumed in friction resistance, reverse inertia resistance, and vibration caused by unreasonable mechanical structure. Another 30% is wasted in the form of heat radiation and heat conduction. There is also about 10% that is not fully burned and discharged as exhaust gas. This not only causes great pollution to the environment, but also creates a great burden on the cooling of the engine. At present, international oil prices have risen sharply, energy is becoming increasingly depleted, the environment is seriously polluted, and climate change has intensified. Summary of the invention:

[0006] The purpose of the present invention is to provide a device that can greatly improve the thermal efficiency of fuel, that is, to improve the effective utilization rate of fuel thermal energy, reduce the emission rate of exhaust gas and harmful gases, and maximize the use of heat energy lost by heat conduction, heat radiation and heat emission to generate thrust and become effective work.

[0007] The energy consumed by the reverse inertial resistance and vibration of the piston connecting rod in the prior art is overcome and changed by the linear reciprocating motion of the piston and the connecting rod and crankshaft in the prior art to generate the rotational power, change the additional friction and additional resistance caused by these unreasonable methods and the additional energy waste, especially change the large size and weight caused by them, and thus the many unfavorable factors such as the difficulty in setting in the whole vehicle. Use the double-wheel opposed rotor engine to directly generate the rotational power, and avoid the many insurmountable difficulties like the triangular rotor engine. Try to keep the reasonable design of the original plan and the part proved to be scientifically mature by practice, so that it is small in size, light in weight, high in horsepower, low in noise, low in vibration, easy to cool, less in exhaust gas, cleaner and more environmentally friendly, can save a lot of energy, easy to set in the whole vehicle, can make full use of the achievements of many relevant high-tech technologies and the latest technologies and new processes in modern times, and provide room for further function development, can be made into various models, and can be applied to the power of various transportation vehicles. Such as cars, ships, motorcycles, small helicopters, and various small household fuel engines. A two-wheeled circular rotor engine that can quickly enter the market and occupy the market.

[0008] The present invention is implemented as follows: a two-wheel opposed rotor engine includes: a main motion system, a body system, a valve system, an exhaust system, a fuel supply system, a cooling system, a lubrication system, an ignition system, and an electronic control system; the body system includes a cylinder block and a cylinder head, which constitute the housing of the engine, the cylinder head retains a connection port with an exhaust pipe, and a connection port with a spark plug in the ignition system omits the original intake pipe connection port on the cylinder head, omits a valve, a valve spring and a spring bracket, omits an eccentric wheel, an eccentric wheel shaft and its bracket, and the cylinder block and the cylinder head are screwed together and then fixed to the engine bracket by screws;

[0009] The main motion system omits the piston, connecting rod, connecting rod shaft, crankshaft, and crankshaft bushing in the motion system of the original technology, and adds the main wheel and main wheel shaft and the auxiliary wheel and auxiliary wheel shaft. Most of these newly added parts are contained inside the cylinder body and some extend out of the cylinder body through the shaft, including the main wheel with a convex pulley, the main wheel shaft and the auxiliary wheel and auxiliary wheel shaft with a concave pulley; these are arranged in the cylinder body and maintain a close gap with the friction surface of the cylinder body. The main wheel shaft and the auxiliary wheel shaft pass through the main wheel shaft hole and the auxiliary wheel shaft hole on the rear wall of the cylinder body and the cylinder head. When passing through the hole, oil seals and bearings are set on the hole wall. The rear main wheel shaft and the auxiliary wheel shaft are respectively mounted on the bracket outside the cylinder body through bearings at the front and rear sides of the cylinder body; after the main wheel shaft and the auxiliary wheel shaft pass through the cylinder body and the bearings of the bracket, the front end of the main wheel shaft is equipped with a gear for driving the cooling system fan, which meshes with the fan rack, and the front end of the main wheel shaft is also equipped with a gear for driving the circulation and cooling of the lubricating fluid, which meshes with the gear of the lubricating fluid circulation cooler. A main wheel shaft gear is installed at the rear of the main wheel shaft, and a auxiliary wheel shaft gear is installed at the rear of the auxiliary wheel shaft. The two gears have the same diameter and mesh with each other. A flywheel is also installed at the rear end of the main wheel shaft;

[0010] The air distribution system is composed of three air filters, an intake duct, a turbocharger, an electric compressor, a power compressor, a high-pressure sealed air bladder, an intake manifold, a reverse valve, an air pressure regulating sensor, an intake shaft, an intake shaft gear, an intake pipe, a secondary wheel shaft, a rotating steel pipe, a sealing air ring between the secondary wheel shaft and the rotating steel pipe, a secondary wheel air guide port, and their brackets and supporting bearings. Their positional connection relationship with the main system and the main motion system is: one air filter is connected to the turbocharger through the air guide pipe and then connected to the electric compressor through the air guide pipe and the reverse valve. The second air filter is connected to the electric compressor through the air guide pipe and then connected to the power compressor through the air guide pipe and the reverse valve. The third air filter is connected to the power compressor through the air guide pipe and then connected to the high-pressure sealed The air bladder is connected, and an air pressure sensor regulator is arranged in the high-pressure sealed air bladder, which is connected to the microcomputer controller through a wire, and then connected to the electric compressor through a wire. The above structures are fixed on the engine base frame through a bracket, wherein the power compressor is also meshed with the compressor gear on the main shaft through a gear and is fixed to the cylinder outer bracket through a bearing and the compressor gear shaft. The high-pressure sealed air bladder is connected to the hollow secondary wheel shaft through an intake duct, and the secondary wheel shaft is connected to the rotating steel pipe sleeved thereon through a bearing, and the rotating steel pipe is connected to the secondary wheel as a whole, and a rectangular air inlet is arranged on the rotating steel pipe corresponding to the rectangular air inlet on the secondary wheel shaft, and two sealing air rings and a lubricating oil ring are arranged on both sides of the rectangular air inlet on the secondary wheel shaft, and there are also strip-shaped graphite sealing strips above and below the air inlet, and a rectangular air inlet is also arranged in the secondary wheel;

[0011] The exhaust system is composed of the same exhaust main pipe, exhaust branch pipe, exhaust port and muffler as the prior art, which are mounted on the corresponding position of the engine bracket by screws, and only the exhaust port is set on the outer arc-shaped wall of the lower left part of the cylinder head, and is a circular natural port connected to the cylinder. The exhaust branch pipe is closed on the upper closing plate outside the exhaust port by screws;

[0012] The fuel supply system includes a large fuel tank, a small fuel tank, a fuel pipe and a fuel control system, which are the same as those in the prior art. They are all arranged at appropriate positions of the engine bracket. The fuel is sent to two high-pressure fuel injection nozzles in the gas distribution system through the control system. The fuel is sprayed into the combustion chamber in a timely manner under computer control as required.

[0013] There are two types of cooling systems: one is that the water cooling method in the prior art is still used for high-power and extra-high-power engine models;

[0014] The other is that the power of small and medium-sized engines is cooled by air. A certain amount of heat sink is set on the outside of one side of the combustion chamber of the cylinder body of the small and medium-power models, and a fan is set above the engine combustion chamber. The fan is fixed to the bracket at the front end of the engine through a bracket, and its power is meshed with the power rack of the fan through the heat dissipation gear on the main wheel shaft at the front end of the engine;

[0015] The lubrication system is composed of the same lubricating liquid storage tank, lubricating liquid oil outlet pipe, lubricating liquid return pipe, lubricating liquid filter cooling supercharger and its driving gear as the prior art. The only changes are the lubricating liquid conduit and input port of the main motion system in the cylinder body, and the lubricating liquid delivery conduits of other friction pairs. Their positions and connection relationships are as follows: the lubricating liquid storage tank is a square hard plate structure, which is screwed on the lower part of the cylinder body of the main system, and the lubricating liquid is stored in it. The lubricating liquid is sent to the lubricating liquid filter cooling supercharger arranged at the front of the engine through the oil outlet conduit. The lubricating liquid filter cooling supercharger is provided at the front of the engine. The temperature supercharger is screwed on the bracket at the front of the engine, and its power gear is meshed with the gear on the main wheel shaft at the front of the engine. The lubricating fluid after supercharging is delivered to each friction pair through the lubricating conduit, which includes a dedicated channel on the side wall of the cylinder body leading to the main motion system set by the present invention to inject the lubricating fluid into the gas ring groove on the main wheel and the auxiliary wheel. During the injection, the injection amount is controlled by the electronic automatic regulator at the mouth of the dedicated channel; a conduit is also provided at the lubricating fluid cooling filter to return the lubricating fluid refluxed from each friction pair to the lubricating fluid storage tank;

[0016] The ignition system includes most of the equipment in the prior art, namely, the battery in the power supply or electronic control system, the high-voltage wire, the electronic ignition controller and the spark plug. Only at the location of the spark plug, according to the structural features of the cylinder combustion chamber of the present invention, it is completely possible to place two spark plugs opposite to each other on the two side walls of the cylinder combustion chamber, namely, the inherent side walls of the cylinder and the corresponding positions of the combustion chamber on the cylinder head;

[0017] The electronic control system is the same as most of those in the prior art. The generator is arranged at the rear of the engine, and its gears mesh with the teeth on the flywheel of the main motion system.

[0018] The main motion system also includes a main wheel, which is a cylindrical structure made of special stainless steel. The radius can be 80-280mm according to the power of the engine, and the thickness, that is, the height of the cylinder, is 48-240mm. The main wheel convex is arc-shaped and has the same thickness as the main wheel. The arc extending outward from the main wheel accounts for 1 / 3-1 / 6 of the entire circle, that is, 30-60 degrees. The radius of the main wheel convex part is 1 / 3-2 / 5 greater than the radius of the main wheel. There is a 10-15 degree transition segment at the connection between the main wheel convex and the main wheel. The transition segment in the direction consistent with the motion direction is arc-shaped outward, and the transition segment facing the motion direction has a concave arc-shaped compression chamber with a radius of 20-280mm; grooves are provided on both side walls of the main wheel and on the main wheel convex, and grooves are provided on both sides of the main wheel. The grooves on the side walls are filled with round and strip sealing oil and gas rings made of stone mill materials with spring pieces. The convex part of the main wheel is a gate-shaped oil and gas ring. The middle part of the gate-shaped oil and gas ring has a telescopic dislocation opening. There are also telescopic openings between the gate-shaped oil and gas ring and the strip oil and gas ring and the circular oil and gas ring. The auxiliary wheel is a cylinder made of special stainless steel. Its diameter and thickness are the same as those of the main turbine and it fits tightly with the main wheel. The transition section between the concave of the auxiliary wheel is a convex arc on one side and a concave arc on the other side, so that the convex shape of the main wheel and the concave shape of the auxiliary wheel can fit tightly during the process of rotating towards each other. The round and strip oil and gas rings made of stone mill materials with spring pieces on the two side walls of the auxiliary wheel and the circular and strip grooves on the auxiliary wheel and in the grooves have the same structure as the oil and gas rings on the main wheel.

[0019] The position connection relationship of the main wheel shaft and the auxiliary wheel shaft gears: the main wheel and the auxiliary wheel, they are meshed through the main shaft gear and the auxiliary shaft gear connected on the main wheel shaft and the auxiliary wheel shaft, the two gears have the same diameter, the same speed, and opposite directions; the main shaft cam and the auxiliary shaft form a set of single-cylinder engines. If necessary, the main wheel and the auxiliary wheel use the same main wheel shaft and auxiliary wheel shaft on the same shaft, or multiple groups are set. When set to double cylinders, the explosion points between the two groups are 180 degrees apart, three cylinders are 120 degrees apart, and four cylinders are 90 degrees apart.

[0020] The cylinder block and cylinder head of the main body system are as follows: the cylinder block parts on the main wheel side and the auxiliary wheel side of the cylinder block are made of aluminum alloy with a thickness of 50-90mm, and the friction surface inside is treated with wear resistance; the main wheel side of the cylinder block is thickened by 20-40mm, and there are a large number of heat sink structures on the outside; the rear wall of the cylinder block is connected to the cylinder block as a whole, and its thickness is 50-80mm; there are main wheel axle holes and auxiliary wheel axle holes on the rear wall, and the respective shafts are passed through the two holes through oil seals and then supported on the engine bracket through bearings; the connecting plate outside the vent is connected to the vent pipe through screws, the cylinder exhaust port and the exhaust pipe are closed with the upper closing plate through screws, the cylinder head screw hole is closed with the cylinder head through screws, and the lower connecting plate of the cylinder block is integrated with the cylinder block, and its thickness is 20-30mm; there is a sealing strip with springs in the sealing groove, and the upper closing screw hole is connected to the cylinder block support base plate through screws.

[0021] Compared with the prior art, the present invention has the following positive effects:

[0022] 1. High power, high thermal efficiency and fuel saving. In the prior art, when the piston moves from the upper dead center to the lower dead center of a stroke, the crankshaft moves from the upper circle to the lower circle. The maximum torque generated is 1 / 2 of the impact wave path, and this maximum torque can only be achieved when the crankshaft rotates to a horizontal position. Its average torque is 1 / 2 of the crankshaft radius. However, the present invention rotates at this torque from compression to the center, which is 1.5-1.8 times the center distance of the main shaft of the prior art with the same displacement. Due to the principle of lever learning, this can significantly increase the torque. More importantly, in the prior art, the piston moves up and down in a straight line, and the torque of the crankshaft part of the thrust generated by the fuel changes from zero to the maximum and then from the maximum to zero in a wave-like manner. In the process from zero to the maximum or from the maximum to zero, part of the thrust generated by the fuel is directed to the support shaft of the crankshaft, which often causes the crushing of the crankshaft bearing or the crushing of the crankshaft support plate, which consumes part of the energy in the fuel in these parts. In addition to the weight of a large number of redundant parts in the prior art and the friction resistance generated between these parts, the high-speed reverse inertial resistance consumes a lot of energy. In comparison, the present engine has basically no reverse inertial resistance, which can save a lot of fuel.

[0023] It is internationally recognized that the fuel efficiency of existing piston engines, which is converted into driving force, is only about 35%, and most of the energy cannot be converted into effective work. Among them, due to the unreasonableness of the machinery and its operation mode, the mechanical consumption rate is 25%, which is mainly consumed by friction resistance, high-speed reverse inertia resistance, and vibration. Another 30% is wasted in the form of heat conduction and heat radiation, and another 10% is discharged in the form of heat energy in the exhaust gas and exhaust gas that cannot be fully burned.

[0024] In addition to the significant improvement in mechanical efficiency, the present invention also uses the jet-assisted propulsion technology currently used in engines. In addition, the method of two wheels rotating in opposite directions is adopted. The wheel convexity of the main wheel between the two wheels acts as a piston. When it rotates into the wheel concave part of the secondary wheel, a sealed annular combustion chamber space is naturally generated, and stable rotational power is directly generated under the thrust of the fuel, and the torque is kept unchanged.

[0025] With the next explosion, the previous exhaust gas is pushed out of the exhaust port, which not only eliminates the heavy and complex structures such as pistons, connecting rods, crankshafts, etc. in the existing technology, but also greatly reduces the friction resistance, reverse inertia resistance, vibration noise and other energy losses caused by these structures, greatly improving the mechanical efficiency.

[0026] Due to the special structure of the annular combustion chamber, the fuel burns in the combustion chamber for a longer time than the existing technology, which allows the fuel to burn fully and the residual fuel content in the exhaust gas is extremely low, which is not only energy-saving but also environmentally friendly.

[0027] The air supply system of the present invention is more reasonably designed, and it uses three air filters and a high-pressure sealed air bladder structure to ensure sufficient air supply.

[0028] According to the latest international combustion theory, the more sufficient the air supply, the greater the air pressure, the more active the thermal vibration of oxygen molecules, and the more complete and rapid the fuel combustion.

[0029] The high-pressure sealing air bladder used in the present invention uses a high-pressure automatic air supply mode to make the air supply structure simple, eliminating the exhaust stroke, intake stroke and compression stroke in the four strokes of the engine, completing all the functions in the four strokes with one rotation, and also eliminating the air supply adjustment control system in the prior art, namely the eccentric shaft, eccentric shaft gear, eccentric cam on the eccentric shaft, valve, valve spring, spring bracket and many other parts, which not only saves manufacturing costs but also reduces the friction resistance caused by the above structure, especially the energy loss caused by the valve spring (generally, the pressure of each valve spring on the trolley is between 3-5 kg, and each group of valves is set with 4*4*3=48 kg resistance. When running at high speed, it rotates about 500 times per minute, and the energy consumed is very considerable). On the other hand, in the prior art, due to the position structural characteristics of the top of the piston, it must be Arranging two exhaust valve ports, 2-3 intake valve ports and spark plugs in an area of ​​less than 80 square centimeters and bearing huge explosion impacts has brought great difficulties to designers. In the past 100 years, designers of many large companies in the world have launched fierce competition to increase the area of ​​1 square millimeter intake ports in order to maximize the air supply, reduce vibration, and improve stability and structural strength. This involves the competitiveness of the company and the economic benefits of hundreds of millions of yuan. The large-caliber intake and exhaust ports used in the present invention are naturally opened and closed with the rotation of the two wheels. The air pressure in the high-pressure sealed air bladder is used to self-inflate, which not only increases the intake volume and exhaust fluency, but also fundamentally eliminates the vibration noise generated by the opening and closing of the intake and exhaust valves in the prior art and the vibration noise caused by the valve spring, which is particularly important in some special areas.

[0030] Since the present invention uses sealing strips and sealing rings made of graphite materials in each link of the air intake and the rotating wheel in the cylinder body, the high sealing requirements of each link during the air intake and operation are guaranteed.

[0031] Another advantage of the air supply system adopted by the present invention is that the air pressure during intake is high, the air volume is sufficient, and the intake air flow can drive the main wheel in the unloaded standby state without the need to provide fuel, and the main wheel is driven to rotate only by the air pressure in the high-pressure sealed air bladder. At present, cars often encounter traffic jams when traveling, which makes the engine often in the standby state. Although the fuel consumption is very low, if it often stands by for a long time, it will also consume a lot of fuel. Since the present invention eliminates various friction resistances and reverse inertial resistances caused by the crankshaft and eccentric shaft, especially the resistance caused by the valve spring, the rotating shaft has only extremely low friction resistance when it is unloaded, and its rotation can be completely maintained by air power, which can also achieve a certain amount of energy saving effect.

[0032] The air supply system of the present invention has another advantage that when the air is thin and the air pressure is too low at a plateau or high altitude, the existing technology is affected by insufficient air supply, while the present invention adopts a technology in the air supply system that can automatically adjust the electric compressor to accelerate the air supply when the pressure of the high-pressure sealed air storage tank is insufficient so that it can work normally. Description of the drawings:

[0033] Figure 1 It is a schematic diagram of the first section structure of the working principle of the engine of the present invention;

[0034] Figure 2 It is a schematic diagram of the structure of the second section of the working principle of the engine of the present invention;

[0035] Figure 3 It is a schematic diagram of the third section structure of the working principle of the engine of the present invention;

[0036] Figure 4 It is a schematic diagram of the structure of the fourth section of the working principle of the engine of the present invention;

[0037] Figure 5 It is a structural schematic diagram of the fifth section of the working principle of the engine of the present invention;

[0038] Figure 6 It is a schematic diagram of the main wheel and main shaft structure of the engine of the present invention;

[0039] Figure 7 It is a schematic diagram of the auxiliary wheel and auxiliary shaft structure of the engine of the present invention;

[0040] Figure 8 It is a schematic diagram of the connection relationship of the intake system of the engine of the present invention and three air filters, an intake duct, a high-pressure sealing air bladder, a secondary wheel shaft air guide pipe, an intake port and other intake auxiliary sealing structures related to air supply;

[0041] Fig. 9 It is a schematic diagram of the connection relationship between the main wheel shaft gear and the auxiliary wheel shaft gear, and the main wheel shaft gear and the valve shaft gear of the engine of the present invention;

[0042] Fig.10 It is a schematic diagram of the structural position and connection mode of the cylinder block of the engine of the present invention and its heat sink, ventilation, exhaust and lower support plate;

[0043] Fig.11 It is a schematic diagram of the position structure of the cylinder head, exhaust port, spark plug and lubricating liquid inlet of the engine of the present invention;

[0044] Fig.12 It is a schematic diagram of the external structure of the twin-cylinder engine of the present invention and the structural relationship of each configuration position. Specific implementation method:

[0045] The engine includes: 1. body system; 2. main motion system; 3. valve system; 4. exhaust system; 5. fuel supply system; 6. cooling system; 7. lubrication system; 8. ignition system; 9. electronic control system; some parts of these systems are new technology products of existing technology, and some parts are new parts of the present invention. Their structure, position and connection relationship are as follows:

[0046] 1. The main body system includes a cylinder block and a cylinder head. These two parts are innovative improvements of the present invention. They constitute the housing of the engine. The cylinder block and the cylinder head are screwed together and then fixed to the engine bracket by screws. The engine bracket is made separately in general small agricultural engines. There are special brackets in cars, ships, airplanes, etc. The components of other systems are arranged around the main body system according to the principles of convenience, proximity, and applicability.

[0047] 2. The main motion system eliminates the piston, connecting rod, crankshaft, etc. in the prior art. The new components include components that are mostly contained inside the cylinder and partially extended outside the cylinder body, including the main wheel with a convex pulley, the main wheel shaft and the secondary wheel and secondary wheel shaft with a concave pulley newly created by the present invention; these are arranged in the cylinder body and maintain a close gap with the friction surface of the cylinder body. The main wheel shaft and the secondary wheel shaft pass through the main wheel shaft hole and the secondary wheel shaft hole on the rear wall of the cylinder body and the cylinder head. When passing through, oil seals and bearings are arranged on the hole walls. After passing through, the main wheel shaft is mounted on the bracket outside the cylinder body through bearings on the front side of the cylinder body. After the main wheel shaft passes through the cylinder body and the bearing of the bracket, a gear for driving the cooling system fan is installed at the front end of the main wheel shaft, which meshes with the fan rack. A main wheel shaft gear is installed at the rear of the main wheel shaft, and a subsidiary wheel shaft gear is installed at the rear of the subsidiary wheel shaft. The two gears have the same diameter and mesh with each other. All the components of the above-mentioned main motion system are innovative in the present invention. A flywheel is also installed at the rear end of the main wheel shaft, and the flywheel is a technical structure in the prior art.

[0048] The main motion system of the present invention eliminates components such as the piston, connecting rod, crankshaft, etc. in the prior art.

[0049] 3. The air distribution system of the present invention is a major improvement on the air supply system based on the latest combustion theory and practical experience of jet engines. It includes three air filters. A turbocharger is installed between the air duct of one of the filters and the exhaust pipe of the engine. The air inlet of the second air filter is connected to the electric thruster, and the electric energy of the electric thruster is powered by a battery. The air inlet of the third air filter is connected to the gear compressor, and the gear of the gear compressor is meshed with the compressor gear located at the front end of the main shaft, and the main shaft provides power to it. The air ducts of the three air filters are all equipped with a reverse valve and connected to the high-pressure air storage bladder through the air duct main pipe. The high-pressure air storage bladder is a sealed bladder body made of 0.5-1cm thick carbon fiber aluminum alloy, with a capacity of 3-30 liters, fixed on the base frame by a bracket, and a pressure sensor is installed in the high-pressure sealed bladder body, which is connected to the air pressure regulating controller in the microcomputer through a wire. The air pressure in the high-pressure sealed bladder can be automatically regulated in real time through the electric thruster on the air duct of the second air filter.

[0050] The high-pressure sealing air bladder is provided with an air supply pipe leading to the secondary shaft. The secondary shaft is composed of a hollow, fixed, thick metal sealing tube, on which there are 2 to 6 sealing ring grooves, in which there are anti-leakage sealing gas rings and lubricating oil rings. A metal tube (i.e., a moving tube) that rotates with the secondary wheel is provided at the center of the secondary wheel. The moving tube is in accordance with the secondary shaft and is sleeved on the secondary shaft through bearings and sealing rings. A rectangular air supply port is provided at the corresponding position of the secondary shaft and the moving tube. An air intake inner channel is also provided in the secondary wheel. Except for the air filter, the intake manifold and the turbocharger, which are devices in the prior art, the rest are innovative by the present invention, eliminating the intake valve and its driving system in the prior art. Their positional connection relationship with this system and the main motion system is: the air filter, the intake manifold and the electric thruster gear compressor are all fixed to the external base of the cylinder block by screws, the turbocharger is also fixed to the outside of the cylinder block, and there is a small cylinder in the recess on the inner wall of the intake duct, on which a plate-shaped valve is mounted, and a valve spring and a valve pressure column are installed on the left side above the plate-shaped valve, and the upper end of the valve pressure column extends out of the middle of the auxiliary wheel notch.

[0051] 4. The exhaust system is composed of an exhaust main pipe, an exhaust branch pipe, an exhaust port and a muffler, etc., which eliminates the exhaust valve and its driving system in the prior art. The exhaust main pipe, exhaust branch pipe and muffler all adopt the prior art. They are mounted at the corresponding position of the engine by screws. Only the exhaust port is set at the lower left of the cylinder head, which is a circular natural port. The exhaust branch pipe is closed on the upper closing plate outside the exhaust port by screws.

[0052] 5. The fuel supply system is the same as the prior art, including a large fuel tank, a small fuel tank, a fuel pipe and a fuel control system, all of which are arranged at appropriate positions of the engine bracket. The present invention adds two high-pressure jet nozzles that spray fuel into different positions of the combustion chamber in sequence and on time under computer control.

[0053] 6. The cooling system is divided into two situations. One is that the water cooling method in the prior art is still used for high-power and extra-high-power engine models.

[0054] Another situation is that in general small and medium power engine models, such as cars and agricultural power, the innovative air cooling of the present invention is adopted. According to the structure and characteristics of the cylinder body of the main system of the present invention and the changing characteristics of the combustion chamber, the heat dissipation surface of the cylinder body combustion chamber of the present invention is large, and the heat dissipation rate through conduction is also higher than that of the prior art. Therefore, the general small and medium power engine models can fully meet the heat dissipation needs by using air cooling, so that many components such as cylinder body water jacket and water tank, water pipeline, etc. can be omitted. In order to improve the heat dissipation effect, a certain amount of heat sinks are arranged on the outside of one side of the cylinder body combustion chamber in the small and medium power models of the present invention, and a fan is arranged above the engine combustion chamber. The fan is fixed to the bracket at the front end of the engine through a bracket, and its power is achieved by the heat dissipation gear on the main wheel shaft at the front end of the engine meshing with the power rack of the fan.

[0055] 7. The lubrication system is composed of a lubricating liquid storage tank, a lubricating liquid oil outlet pipe, a lubricating liquid return pipe, a lubricating liquid filter and cooling supercharger and its driving gear, a lubricating liquid conduit and an input port of the main motion system in the cylinder body, and lubricating liquid delivery conduits of other friction pairs, etc., wherein except for the lubricating liquid storage tank and the lubricating liquid conduit and the input port of the main motion system which are innovatively improved by the present invention, the remaining parts all adopt the existing technology, and their positions and connection relationships are as follows: the lubricating liquid storage tank is a square hard plate structure, which is screwed on the lower part of the cylinder body of the main system, and lubricating liquid is stored therein, and the lubricating liquid is sent to the lubricating liquid filter and cooling supercharger arranged at the front of the engine through the oil outlet conduit, the lubricating liquid filter and cooling supercharger is screwed on the bracket at the front of the engine, and its power gear is meshed with the gear on the main wheel shaft at the front of the engine, and the pressurized lubricating liquid is delivered to each friction pair through the lubricating liquid conduit, including the control of the main motion system, i.e., the electronic automatic controller specially set by the present invention. A conduit is also provided at the lubricating fluid cooling filter to return the lubricating fluid refluxed from each friction pair to the lubricating fluid storage tank.

[0056] 8. The ignition system includes a power source (battery in the electronic control system), a high-voltage wire, an electronic ignition controller and a spark plug, etc., which can be set at a suitable position of the engine. All of these apply the high-tech of the existing technology, except that the present invention has an improvement in the setting position of the spark plug. According to the structural characteristics of the cylinder combustion chamber of the present invention, it is completely possible to place two spark plugs on the two side walls of the cylinder combustion chamber, i.e., the inherent side walls of the cylinder and the corresponding positions of the combustion chamber on the cylinder head, so that the ignition insurance rate can be improved, and more importantly, the combustion effect can be greatly improved, thereby improving the thermal efficiency of the fuel.

[0057] 9. The electronic control system includes a generator (motor), a battery, an electronic sensor controller, a microcomputer, etc., all of which use the latest high-tech technologies available. Their positions and connections are such that, except for the generator which must be located at the rear of the engine and whose gears mesh with the teeth on the flywheel of the main motion system, all other components can be located at appropriate positions on the engine bracket in accordance with the principles of convenience, safety, and applicability.

[0058] like Figure 1 As shown: This is a schematic diagram of the first stage of the engine's working principle. Among them, some parts are the same as the existing technology, and some parts need to be further described in the following figures. The first stage of the working principle of this engine is combustion explosion. When the main wheel convex 2-3 on the main wheel 2-1 rotates to the upper position, the high-pressure gas in the compression chamber 2-4 is injected and burned and exploded. It also serves as the starting part of the combustion chamber and is ignited and exploded by the spark plug. Since the shape of the combustion chamber is close to that of a cylinder, the high-pressure gas inside it generates a swirl along the cylindrical space when it is injected, which creates good conditions for the propagation and dispersion of the combustion flame. Compared with the compression chamber in the existing technology, especially the shape conditions of the compression chamber of the triangular rotor engine which is also the action form of the rotor engine, it is much better.

[0059] There are multiple gate-shaped air rings and ring-shaped and strip-shaped air rings installed on the main wheel cam and the two side walls of the main wheel, and the same is true on the auxiliary wheel. Therefore, a good seal is formed between the main wheel and the cylinder block, the auxiliary wheel and the cylinder block, and the main wheel and the auxiliary wheel. Figure 1-15 shows three grooves set on the friction surface of the auxiliary wheel and the cylinder block before the air vent in the upper right corner. These grooves are on the inner surface of the main body, that is, the cylinder block, and sealing strips made of elastic graphite material are set in the grooves. Compared with the triangular rotor engine, the sealing of this engine has the conditions to set air rings to achieve a high degree of sealing, thereby solving the problem that the tip of the triangular rotor engine is pressed too tightly against the cylinder wall, which causes excessive wear and consumes a lot of lubricating oil, and if it is not pressed tightly, there will be leakage between the two cylinders.

[0060] In the figure, the air intake inner passage 3-12 has rotated to a position that fits closely with the cylinder wall, and the air intake stops.

[0061] like Figure 2Shown: This is the second section structure diagram of the engine working principle:

[0062] Due to the long combustion stroke, sufficient intake volume, large compression ratio and other characteristics of the engine, the diesel engine model has more outstanding advantages. The fuel injection of the diesel engine is to set two high-pressure fuel injection nozzles on the two side walls of the explosion point of the gas-oil engine model, and spray fuel from one of the fuel injection nozzles. As the main wheel cam rotates to this position, the exhaust port 4-1 has been opened, and the previous exhaust gas is discharged under the push of the main wheel cam.

[0063] As shown in the figure, at this time, due to the explosion of fuel, the main wheel cam 2-3 has rotated half of the full circle, that is, about 180 degrees, the fuel is almost burned out, and the thrust is rapidly weakened. At this stage, the second high-pressure fuel injector is opened under computer control for secondary fuel injection to continue to maintain strong horsepower and push the main wheel cam 2-3 to continue to complete the second section, that is, the second half of the stroke. The front of the main wheel cam pushes the exhaust gas from the previous combustion to be discharged through the exhaust 4-1.

[0064] like Figure 3 As shown: This is a schematic diagram of the third stage structure of the engine working principle. At this time, the main wheel convex has turned to the lower right, and the main wheel convex begins to enter the auxiliary wheel concave 2-3.

[0065] like Figure 4 As shown, this is the fourth section structural diagram of the engine working principle. At this time, the main wheel convex has turned to the right position. The main wheel convex has been disengaged from the auxiliary wheel concave, and negative pressure is generated in the auxiliary wheel concave. A certain amount of negative pressure is good for the sealing between the main and auxiliary wheels and the cylinder body, but too high negative pressure will affect the rotational force of the auxiliary wheel. At this time, a small amount of air enters from the vent 3-1 to reduce the resistance caused by the negative pressure. The vent 3-1 is a natural vent, which is connected to the atmosphere through a filter membrane. A small amount of controllable clean air can reduce the resistance caused by the negative pressure and partially reduce the temperature.

[0066] like Figure 5 As shown: This is the fifth section structural diagram of the engine working principle. At this time, the intake inner channel of the secondary wheel is connected to the combustion chamber. Due to the high pressure, the pressure in the sealed air bladder has reached 20-30 atmospheres. Clean air quickly enters the combustion chamber, and ventilation starts from the ventilation inner channel 3-7 and ends when it rotates to the upper cylinder wall. The total rotation angle is 60 degrees. Since the high-pressure air of 20-30 atmospheres is fed in, the relative space ratio is higher than the total intake volume in the prior art, so that the present invention can ensure sufficient oxygen supply. Since the exhaust port of this engine is a natural circular port, the diameter of the port is the same as the height of the main wheel convex, and there is no need to set an intake valve as in the prior art, so the opening time can be long, and the exhaust is convenient and sufficient.

[0067] like Figure 6As shown: This is a schematic diagram of the main wheel and main shaft structure of the engine. The main wheel 2-1 is a cylindrical structure made of special stainless steel. According to the power of the engine, the radius can be 80-280mm (the best for a car is 120mm), and the thickness, that is, the height of the cylinder, is 40-240mm (the best for a car is 65mm). 2-3 in the figure is the main wheel convex. The main wheel convex is arc-shaped and has the same thickness as the main wheel. The arc extending outward from the main wheel accounts for 1 / 4-1 / 12 (the best is 1 / 9) of the entire circle, that is, 30-60 degrees (the best for a car is 40 degrees). The radius of the main wheel convex part is 1 / 5-2 / 5 (the best is 1.5 / 5) larger than the radius of the main wheel. There is a The transition segment has a transition angle of 10-15 degrees (optimal 12.5 degrees), the transition segment in the direction consistent with the direction of movement is in an outward arc shape, and the transition segment facing away from the direction of movement has a concave arc compression chamber 2-4 with a radius of 20-280mm (optimal 80mm for cars); 2-7 in the figure is a groove provided on both side walls of the main wheel and the main wheel convexity, and circular and strip-shaped sealing oil and gas rings with spring plates are installed in the grooves on both sides of the main wheel, and a gate-shaped oil and gas ring is installed on the convex part of the main wheel. The middle part of the gate-shaped oil and gas ring has a telescopic offset opening, and there is also a telescopic opening between the gate-shaped oil and gas ring and the strip-shaped oil and gas ring. 2-6 in the figure is the main wheel shaft, and 2-8 in the figure is the assembly pin opening of the main wheel shaft and the main wheel.

[0068] Small teeth and tooth grooves are also provided on the wheel wall of the main wheel. An elastic sealing strip made of graphite material is provided in the tooth groove, which meshes with the small teeth and tooth grooves on the secondary wheel to ensure a high degree of sealing between the two wheels.

[0069] like Figure 7 As shown: This is a schematic diagram of the auxiliary wheel and auxiliary wheel shaft structure of the engine. The auxiliary wheel 2-2 is a cylinder made of special stainless steel, and its diameter and thickness are the same as the main wheel, and it is tightly attached to the main wheel. 2-5 in the figure is the auxiliary wheel concave, and its depth and width are the same as the main wheel convex. The transition section between the auxiliary wheel concave and the auxiliary wheel is a convex arc on one side and a concave arc on the other side, so that the main wheel convex and the auxiliary wheel concave can be tightly attached during the same rotation process. 2-9 in the figure is the secondary wheel shaft, which is composed of a hollow steel cylinder, fixed on the bracket and does not rotate, and has an air vent connected to the high-pressure sealing gas bladder. 2-12 in the figure shows the circular and strip grooves on both sides of the secondary wheel and on the secondary wheel, and the circular and strip oil and gas rings with spring pieces in the grooves, whose structure is the same as the oil and gas rings on the main wheel. 3-12 in the figure is the opening of the air intake inner duct, which is a rectangular opening opened between the central hole of the auxiliary wheel and the outer circular wall. Its width and length are between 12mm--280mm in width (18mm is the best for cars) and 48mm--480mm in length (60mm is the best for cars) depending on the size of the cylinder body, so as to meet the maximum air intake effect.

[0070] like Figure 8As shown: This is a schematic diagram of the connection and support relationship between the various components of the intake system of the present invention and the auxiliary wheel. In the figure, 3-4 is an air filter, 3-5 is a turbocharger, and the airflow in the exhaust pipe between it and the exhaust main pipe 4-3 rotates the fan to accelerate the intake air in the intake pipe. These are all prior arts, and some of the above components are set at the corresponding position of the engine through support rods and screws. One of the three air filters in the figure is combined with the turbocharger through the air duct, another is combined with the electric compressor 3-19, and the third is meshed with the gear on the main shaft of the engine through the gear to form a power thruster, and the air is pressed into the high-pressure sealed air bladder 3-22 through the intake duct 3-20 and the power compressor 3-21 respectively. 3-26 in the figure is a pressure sensor, and 3-23 in the figure is the intake pipe that supplies air from the high-pressure sealed air bladder to the auxiliary wheel shaft 2-9. 3-25 in the middle is the air inlet on the secondary wheel shaft and the air inlet on the rotating steel pipe on the secondary wheel shaft. When the air inlet on the rotating steel pipe rotates to the position corresponding to the air inlet on the secondary wheel shaft, the high-pressure gas enters the combustion chamber through the air inlet. When the rotation exceeds this angle, the air inlet is naturally closed. When installing the rotating wheel, the two sets of rotating wheels can be staggered by 180 degrees to ensure smooth air supply. If there are three sets of rotating wheels, they can be staggered by 120 degrees. Two air rings and one lubricating oil ring are installed on both sides of the air guide port between the secondary shaft 2-9 and the rotating steel pipe to ensure that there is no air leakage during the air supply process. 2-1 in the figure is a double wheel opposed The main wheel in a group of engines. In the figure, 2-2 is the secondary wheel of the engine, 2-6 is the main wheel shaft, and 2-14 is a flywheel installed on the main shaft of the engine, which meshes with the gear on the generator motor 9-2 through the gear teeth. In the figure, 3-24 is a rotating steel pipe set on the secondary wheel shaft 2-9, which is integrated with the secondary wheel and meshes with the gear on the main wheel shaft through the gear and rotates synchronously, at the same speed, and relatively with the main wheel, driving the secondary wheel and the main wheel to form the main moving part of the opposed rotor engine, and the air inlet 3-12 on the rotating steel pipe and the secondary wheel shaft, and 2-10 in the figure is installed on the main shaft. The gear meshes with the gear 2-11 on the secondary shaft. In the figure, 7-13 is the air compressor power gear installed on the main shaft of the engine, which meshes with the pressure transmission gear 7-4, and drives the power compressor 3-21 to compress air to the high-pressure sealing air chamber through the air compressor power gear. In the figure, 6-2 is the cooling liquid circulation driving gear, which drives the cooling liquid in the cooling liquid circulator 6-3 to circulate and cool down. In the figure, 7-11 is the lubricating liquid circulation gear, which drives the lubricating liquid circulation in the lubricating liquid circulator 7-12. In the figure, 6-4 is a cooling fan installed at the front section of the main shaft, and 3-25 in the figure is an air opening.

[0071] like Fig. 9As shown, this is a schematic diagram of the connection and meshing relationship between the main wheel shaft, auxiliary wheel shaft, main wheel, auxiliary wheel and intake shaft of the present invention, and the gears installed on each shaft. In the figure, 2-6 is the main wheel shaft, 2-9 is the auxiliary wheel shaft, 2-1 is the main wheel installed on the main wheel shaft, 2-2 is the auxiliary wheel connected to the rotating steel pipe 3-42 as a whole, and the rotating steel pipe is mounted on the auxiliary wheel shaft 2-9 through bearings and sealing rings. In the figure, 2-10 and 2-11 are respectively the gears installed on the main wheel shaft and the gears installed on the rotating steel pipe of the auxiliary wheel shaft meshing. In the figure, 3-23 is the air supply pipe connecting the high-pressure sealing air bladder and the auxiliary wheel shaft, and the gear 2-17 on the main wheel shaft meshes with the compressor gear. The main wheel shaft, auxiliary wheel shaft, intake shaft, and intermediate shaft are all fixed to the base plate through bearings and brackets.

[0072] like Fig.10 Shown: This is a schematic diagram of the connection relationship between the engine cylinder block and its heat sink and vent positions.

[0073] 1-1 and 1-2 in the figure are the cylinder body parts on the main wheel side and the auxiliary wheel side of the cylinder body, which are made of aluminum alloy with a thickness of 50-90mm (60mm is the best for cars), and the friction surface inside is treated with wear resistance. The main wheel side 1-1 of the cylinder body is thickened by 20-40mm (30mm is the best for cars), and there are a large number of heat sink structures 6-1 on the outside. 1-3 in the figure is the rear wall of the cylinder body, which is connected to the cylinder body as a whole, and its thickness is 30-80mm (40mm is the best for cars). There are main wheel axle hole 1-5 and auxiliary wheel axle hole 1-4 on the rear wall. The respective shafts are passed through the two holes through oil seals and then supported on the engine bracket through bearings. 3-1 in the figure is a connecting plate outside the vent, which is connected to the vent with filter by screws. 1-6 in the figure is a cylinder head screw hole, which is screwed to the cylinder head. 1-7 in the figure is a cylinder body lower connecting plate, which is integrated with the cylinder body and has a thickness of 20-30mm (the best for cars is 25mm). 1-15 in the figure is a sealing groove with a sealing strip with a spring. 1-13 in the figure is a screw hole on the connecting plate, which connects the cylinder body to the base plate by screws.

[0074] like Fig.11 As shown: This is a schematic diagram of the position structure connection relationship of the cylinder head, exhaust port, lubricating fluid inlet, injection and spark plug of the ignition system:

[0075] The cylinder head 1-9 is made of aluminum alloy with a thickness of 50-80mm, and its internal friction surface is treated with wear resistance. In the figure, 1-10 is the shaft hole of the main wheel shaft, and 1-12 is the screw hole for closing, which is closed with the cylinder body by screws. In the figure, 8-1 is a spark plug. There is also a spark plug at the same position on the other side wall of the cylinder body. It is closed in the spark plug hole on the cylinder head and the other side wall by its own screws. They are connected to the electronic igniter through a high-voltage line. In the figure, 4-1 is the exhaust port, and 4-2 is the connecting plate on the exhaust port. The exhaust pipe is fixed thereon by screws. The exhaust pipe adopts the existing technology. Other exhaust devices are set at the appropriate position. In the figure, 1-11 is the rotating steel pipe on the secondary shaft passing through the sealing ring and the bearing.

[0076] like Fig.12 As shown, this is a schematic diagram of the relationship between the overall engine and the external structure and accessories of the twin-cylinder engine:

[0077] If the engine block is a multi-cylinder engine, each cylinder block can be made into a discrete type, which is conducive to air cooling and heat dissipation. It can also be cast into an integrated type with several cylinders. If water is used for cooling, a water jacket must be installed inside, and several cylinders can be combined together to use water cooling and heat dissipation. 2-6 in the figure is the main wheel shaft: the main wheel shaft is connected to the main wheel and passes through the cylinder head through the bearing and oil seal, and the flywheel 2-14 is installed on the right end through the bearing of the bracket 11-1. The power of the engine can be transmitted through the clutch plate on the flywheel: 2-10 in the figure is the main wheel shaft gear, which is installed at the right end of the main wheel and meshes with the gear 2-11 connected to the auxiliary wheel shaft; 7-1 is the lubricating liquid storage tank, which is installed below the engine bracket, and is connected to the lubricating liquid supply pipe and return pipe. One end of the supply pipe 7-9 is connected to the lower part of the oil storage tank, and the other end is connected to the lubricating liquid supercharger through the lubricating liquid filter cooler 7-11 installed next to the auxiliary wheel shaft at the left end of the engine, and then led out from the lubricating liquid supercharger to each lubricating liquid inlet pipeline. After the lubricating liquid is led out of the pipeline, it flows into the lubricating liquid storage tank. Its structure and connection method are the same as those of the prior art; -2 is an exhaust pipe connected to the exhaust port of each cylinder block; 4-3 is an exhaust manifold connected to the exhaust pipe of each cylinder, and the exhaust pipe and the exhaust manifold are screwed together on the rear side of the engine, that is, on the exhaust port of the cylinder block on the main wheel side; the turbocharger 3-5 is arranged between the exhaust manifold and the intake manifold, and is fixed to a suitable position of the engine by a support, and 4-4 in the figure is a muffler; the engine bracket 11-1 is fixed to the engine base plate by screws and is arranged at the front and rear ends of the engine. It supports and stabilizes the main wheel axle and the auxiliary wheel axle of the engine. Generally, a single-cylinder engine is equipped with a bracket, while a vehicle and a marine engine have a special bracket inside; a small fuel tank 5-1 is arranged under the engine bracket, connected to the fuel pump 5-3 through an oil pipe 5-2, and transports the fuel to the fuel injector 5-7 through a fuel regulator 5-5 and then through an oil supply pipe 5-6. The air filter 3-4 is connected to the beginning of the intake manifold, 3-23 is the intake pipe, 3-22 is the high-pressure sealed air bladder, and the structure of the intake part is already in Figure 8 A detailed introduction and explanation is given in it.

[0078] The gear 7-12 installed on the main wheel shaft is meshed with the gear on the lubricating fluid filter cooler 7-11, which is installed on the engine bracket. The lubricating fluid supercharger 7-10 is connected to the lubricating fluid filter cooler, and the lubricating fluid leads to the conduit 7-13 in the cylinder body, and enters the cylinder body through the lubricating fluid regulator 7-7 in each cylinder body. In the figure, 7-9 is the conduit for the lubricating fluid to the oil storage tank, and the lubricating fluid 7-8 in the oil storage tank leads to the conduit of the cooler cooling filter; the electronic ignition controller 8-2 is installed on the cylinder body and is connected to the spark plug 8-1 of each cylinder through a wire. When the engine is started, the motor 9-2 (also a generator) installed on the engine bracket is started by the power stored in the battery 9-3 through the motor gear 9-1 and the flywheel gear. When the generator rotates, it also acts as a generator to store electrical energy.

[0079] Various components configured on the outside of the engine all adopt high-tech technologies in the existing technology. When connected to the engine, they are based on the principles of convenience, proximity, and benefit, and there are no other special requirements.

Claims

1. A twin-wheel opposed rotor engine include: Main motion system, body system, gas distribution system, exhaust system, fuel supply system, cooling system, lubrication system, ignition system, electronic control system; its characteristics are: The main system includes a cylinder block and a cylinder head, which constitute the shell of the engine. The cylinder head retains the connection port with the exhaust pipe and the connection port with the spark plug in the ignition system, and eliminates the original intake pipe connection port on the cylinder head, valves, valve springs and spring brackets, eccentric wheels, eccentric wheel shafts and brackets. The cylinder block and the cylinder head are screwed together and then fixed to the engine bracket by screws. The main motion system omits the piston, connecting rod, connecting rod shaft, crankshaft, and crankshaft bushing in the motion system of the original technology, and adds the main wheel and main wheel shaft and the auxiliary wheel and auxiliary wheel shaft. Most of these newly added parts are contained inside the cylinder body and some extend out of the cylinder body through the shaft, including the main wheel with a convex pulley, the main wheel shaft and the auxiliary wheel and auxiliary wheel shaft with a concave pulley; these are arranged in the cylinder body and maintain a close gap with the friction surface of the cylinder body. The main wheel shaft and the auxiliary wheel shaft pass through the main wheel shaft hole and the auxiliary wheel shaft hole on the rear wall of the cylinder body and the cylinder head. When passing through the hole, oil seals and bearings are set on the hole wall. The rear main wheel shaft and the auxiliary wheel shaft are respectively mounted on the bracket outside the cylinder body through bearings at the front and rear sides of the cylinder body; after the main wheel shaft and the auxiliary wheel shaft pass through the cylinder body and the bearings of the bracket, the front end of the main wheel shaft is equipped with a gear for driving the cooling system fan, which meshes with the fan rack, and the front end of the main wheel shaft is also equipped with a gear for driving the circulation and cooling of the lubricating fluid, which meshes with the gear of the lubricating fluid circulation cooler. A main wheel shaft gear is installed at the rear of the main wheel shaft, and a auxiliary wheel shaft gear is installed at the rear of the auxiliary wheel shaft. The two gears have the same diameter and mesh with each other. A flywheel is also installed at the rear end of the main wheel shaft; The air distribution system includes three air filters, an intake duct, a turbocharger, an electric compressor, a power compressor, a high-pressure sealed air bladder, an intake manifold, a reverse valve, an air pressure regulating sensor, an intake shaft, an intake shaft gear, an intake pipe, a secondary wheel shaft, a rotating steel pipe, a sealing air ring between the secondary wheel shaft and the rotating steel pipe, a secondary wheel air guide port, and their brackets and supporting bearings. Their positional connection relationship with the main system and the main motion system is: one air filter is connected to the turbocharger through an air guide pipe and then connected to the electric compressor through an air guide pipe and a reverse valve, the second air filter is connected to the electric compressor through an air guide pipe and then connected to the power compressor through an air guide pipe and a reverse valve, the third air filter is connected to the power compressor through an air guide pipe and then connected to the high-pressure sealed air bladder through an air guide pipe and a reverse valve. The high-pressure sealed air bladder is connected with the air compressor, and an air pressure sensor regulator is arranged in the high-pressure sealed air bladder, which is connected with the microcomputer controller through a wire, and then connected with the electric compressor through a wire. The above structures are fixed on the engine base frame through a bracket, wherein the power compressor is also meshed with the compressor gear on the main shaft through a gear and is fixed on the cylinder outer bracket through a bearing and the compressor gear shaft. The high-pressure sealed air bladder is connected with the hollow secondary wheel shaft through an intake duct, and the secondary wheel shaft is connected with the rotating steel pipe sleeved thereon through a bearing, and the rotating steel pipe is connected with the secondary wheel as a whole, and a rectangular air inlet is arranged on the rotating steel pipe corresponding to the rectangular air inlet on the secondary wheel shaft, and two sealing air rings and a lubricating oil ring are arranged on both sides of the rectangular air inlet on the secondary wheel shaft, and there are strip-shaped graphite sealing strips above and below the air inlet, and a rectangular air inlet is also arranged in the secondary wheel; The exhaust system is composed of an exhaust main pipe, an exhaust branch pipe, an exhaust port and a muffler which are the same as those in the prior art. They are mounted on the corresponding positions of the engine bracket by screws. Only the exhaust port is arranged on the outer arc wall of the lower left part of the cylinder head, and is a circular natural port connected to the cylinder. The exhaust branch pipe is closed on the upper closing plate outside the exhaust port by screws. The fuel supply system includes a large fuel tank, a small fuel tank, a fuel pipe and a fuel control system, which are the same as those in the prior art. They are all arranged at appropriate positions of the engine bracket. The fuel is sent to two high-pressure fuel injection nozzles in the gas distribution system through the control system. The fuel is sprayed into the combustion chamber in a timely manner under computer control as required. There are two types of cooling systems: one is that the water cooling method in the prior art is still used for high-power and extra-high-power engine models; The other is that the power of small and medium-sized engines is cooled by air. A certain amount of heat sink is set on the outside of one side of the combustion chamber of the cylinder body of the small and medium-power models, and a fan is set above the engine combustion chamber. The fan is fixed to the bracket at the front end of the engine through a bracket, and its power is meshed with the power rack of the fan through the heat dissipation gear on the main wheel shaft at the front end of the engine; The lubrication system includes the same lubricating liquid storage tank, lubricating liquid oil outlet pipe, lubricating liquid return pipe, lubricating liquid filter cooling supercharger and its driving gear as in the prior art. The only changes are the lubricating liquid conduit and input port of the main motion system in the cylinder body, and the lubricating liquid delivery conduits of other friction pairs. Their positions and connection relationships are as follows: the lubricating liquid storage tank is a square hard plate structure, which is screwed on the bottom of the cylinder body of the main system, and the lubricating liquid is stored in it. The lubricating liquid is sent to the lubricating liquid filter cooling supercharger arranged at the front of the engine through the oil outlet conduit. The lubricating fluid filtering and cooling supercharger is screwed on the bracket at the front of the engine. Its power gear meshes with the gear on the main wheel shaft at the front of the engine. The supercharged lubricating fluid is transported to each friction pair through the lubricating conduit, including injecting the lubricating fluid into the gas ring grooves on the main wheel and the auxiliary wheel through the dedicated channel on the side wall of the cylinder body. During the injection, the injection amount is controlled by the electronic automatic regulator at the dedicated channel port. At the lubricating fluid cooling supercharger, a conduit is also provided to return the lubricating fluid refluxed from each friction pair to the lubricating fluid storage tank. The ignition system includes most of the equipment in the prior art, namely, the battery, high-voltage wire, electronic ignition controller and spark plug in the electronic control system, except that two spark plugs are arranged opposite to each other on the two side walls of the combustion chamber of the cylinder body, namely, the inherent side walls of the cylinder body and the corresponding positions of the combustion chamber on the cylinder head; The electronic control system is the same as most of those in the prior art. The generator is arranged at the rear of the engine, and its gears mesh with the teeth on the flywheel of the main motion system.

2. The engine according to claim 1, Features: The main wheel of the main motion system is a cylindrical structure made of special stainless steel. The radius is 80-280mm according to the power of the engine, and the thickness, that is, the height of the cylinder, is 48-240mm. The main wheel convex is arc-shaped and has the same thickness as the main wheel. The arc extending outward from the main wheel accounts for 1 / 3-1 / 6 of the entire circle. The radius of the main wheel convex part is 1 / 3-2 / 5 greater than the radius of the main wheel. There is a 10-15 degree transition segment at the connection between the main wheel convex and the main wheel. The transition segment in the direction consistent with the motion direction is arc-shaped outward, and the transition segment facing the motion direction has a concave arc compression chamber with a radius of 20-280mm; grooves are provided on both side walls of the main wheel and on the main wheel convex, and the grooves on the two side walls of the main wheel The sealing oil and gas rings made of graphite material with round and strip springs are installed inside. The main wheel convex part is a gate-shaped oil and gas ring. The middle part of the gate-shaped oil and gas ring has a telescopic dislocation opening. There are also telescopic openings between the gate-shaped oil and gas ring and the strip-shaped oil and gas ring and the circular oil and gas ring. The auxiliary wheel is a cylinder made of special stainless steel. Its diameter and thickness are the same as those of the main wheel and it fits tightly with the main wheel. The transition section between the concave of the auxiliary wheel is a convex arc on one side and a concave arc on the other side, so that the convex shape of the main wheel and the concave shape of the auxiliary wheel can fit tightly during the process of rotating towards each other; the round and strip oil and gas rings made of graphite material with springs on the two side walls of the auxiliary wheel and the round and strip grooves on the auxiliary wheel and in the grooves have the same structure as the oil and gas rings on the main wheel; The position connection relationship of the main wheel shaft and the auxiliary wheel shaft gears: the main wheel and the auxiliary wheel, they are meshed through the main shaft gear and the auxiliary shaft gear connected on the main wheel shaft and the auxiliary wheel shaft, the two gears have the same diameter, the same speed, and opposite directions; the main shaft cam and the auxiliary shaft form a set of single-cylinder engines. If necessary, the main wheel and the auxiliary wheel use the same main wheel shaft and auxiliary wheel shaft on the same shaft, or multiple groups are set. When set to double cylinders, the explosion points between the two groups are 180 degrees apart, three cylinders are 120 degrees apart, and four cylinders are 90 degrees apart.

3. The engine according to claim 1, Features: The cylinder block and cylinder head of the main body system, wherein the cylinder block parts on the main wheel side and the auxiliary wheel side of the cylinder block are made of aluminum alloy with a thickness of 50-90mm, and the internal friction surface thereof is subjected to wear-resistant treatment; the main wheel side of the cylinder block is thickened by 20-40mm, and a heat sink structure is provided on the outside; the rear wall of the cylinder block is connected to the cylinder block as a whole, and its thickness is 50-80mm; there are main wheel axle holes and auxiliary wheel axle holes on the rear wall, and the respective shafts are passed through the two holes through oil seals and then supported on the engine bracket through bearings; the connecting plate outside the vent is connected to the vent pipe through screws, the cylinder exhaust port and the exhaust pipe are closed with the upper closing plate through screws, the cylinder head screw hole is closed with the cylinder head through screws, the lower connecting plate of the cylinder block is integrated with the cylinder block, and its thickness is 20-30mm; there is a sealing strip with springs in the sealing groove, and the upper closing screw hole is connected to the cylinder block support base plate through screws.

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