CN117685075A - Variable air inlet rotary air inlet and exhaust system of in-line engine - Google Patents

Variable air inlet rotary air inlet and exhaust system of in-line engine Download PDF

Info

Publication number
CN117685075A
CN117685075A CN202311761434.9A CN202311761434A CN117685075A CN 117685075 A CN117685075 A CN 117685075A CN 202311761434 A CN202311761434 A CN 202311761434A CN 117685075 A CN117685075 A CN 117685075A
Authority
CN
China
Prior art keywords
exhaust
air
tube
air inlet
intake
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
CN202311761434.9A
Other languages
Chinese (zh)
Inventor
唐祺
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Guilin Qide Machinery Manufacturing Co ltd
Original Assignee
Guilin Qide Machinery Manufacturing Co ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Guilin Qide Machinery Manufacturing Co ltd filed Critical Guilin Qide Machinery Manufacturing Co ltd
Priority to CN202311761434.9A priority Critical patent/CN117685075A/en
Publication of CN117685075A publication Critical patent/CN117685075A/en
Pending legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/02—Valve drive
    • F01L1/022—Chain drive
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
    • F01L1/348—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear by means acting on timing belts or chains
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F7/00—Casings, e.g. crankcases or frames
    • F02F7/0065—Shape of casings for other machine parts and purposes, e.g. utilisation purposes, safety
    • F02F7/0073—Adaptations for fitting the engine, e.g. front-plates or bell-housings
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P13/00—Sparking plugs structurally combined with other parts of internal-combustion engines

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Characterised By The Charging Evacuation (AREA)

Abstract

The invention relates to a variable air inlet rotary air inlet and exhaust system of an in-line engine, and belongs to the field of air inlet and exhaust of engines. Comprising the following steps: the device comprises a shell, an air inlet mechanism, an air exhaust mechanism, a variable air inlet mechanism, an air inlet timing sprocket, an air exhaust timing sprocket, a rotary power mechanism, a side shell cover, a timing sprocket side cover and a plurality of spark plugs; the variable air inlet mechanism is arranged in the air inlet mechanism, the air inlet mechanism and the air outlet mechanism are arranged in the shell side by side, the air inlet timing chain wheels and the air outlet timing chain wheels are sleeved at one end of the air inlet mechanism and one end of the air outlet mechanism in a one-to-one correspondence manner, and are arranged in the shell, the rotary power mechanism is arranged at one end of the shell far away from the air inlet timing chain wheels and connected with the variable air inlet mechanism, the side shell cover is covered on the rotary power mechanism, the timing chain wheel side cover is arranged at one end of the shell close to the air inlet timing chain wheels, and the spark plug axially penetrates through the shell. The invention is beneficial to reducing the failure rate and working noise of the air intake and exhaust system, saves oil and manufacturing cost and supports higher rotating speed of the engine.

Description

Variable air inlet rotary air inlet and exhaust system of in-line engine
Technical Field
The invention relates to the field of air intake and exhaust of engines, in particular to a variable air intake rotary air intake and exhaust system of an in-line engine.
Background
The most common types of engines currently are single cylinder engines, twin cylinder engines, three cylinder engines, four cylinder engines, five cylinder engines, six cylinder engines, and multi-cylinder engines formed by combinations thereof.
The existing single-cylinder engine air intake and exhaust system mainly comprises a push rod type, a single cam type and a double cam type. The push rod type is that a rocker arm is pushed by a push rod, the rocker arm presses down the valve, the valve is opened, and a spring arranged on the valve rod of the valve rebounds to drive the valve to close the valve; the single camshaft type is characterized in that a timing chain wheel shaft drives a single camshaft to rotate, the camshaft is provided with two protruding parts, one protruding part rotates to the protruding part to prop up an intake valve rocker arm, the other end of the intake valve rocker arm presses down to open an intake valve, a spring rebounds to drive the intake valve to close, the other protruding part rotates to the protruding part to prop up an exhaust rocker arm, the other end of the exhaust rocker arm presses down to open an exhaust valve, and the spring rebounds to drive the exhaust valve to close; the double-camshaft type is characterized in that two camshafts are driven by two timing sprockets, an air inlet camshaft rotates to a protruding part to press a valve top cup, the top cup extrudes an air inlet valve to open air, a spring rotates to drive the air inlet valve to close, an air outlet camshaft rotates to the protruding part to press the valve top cup, the top cup extrudes an air outlet valve to open air, and the spring rotates to drive the air outlet valve to close.
An existing in-line double-cylinder engine air inlet and exhaust system is a single camshaft, the camshaft is driven to rotate through a timing chain wheel shaft, the camshaft is provided with two protruding parts, one part is responsible for air inlet, the other part is responsible for air exhaust, the air inlet camshaft pushes up a rocker arm, the other end of the rocker arm pushes down to open an air inlet valve, air inlet is carried out, a spring rebounds to drive the air inlet valve to close the air inlet, the air outlet camshaft pushes up the rocker arm, the rocker arm pushes down to open an air outlet valve, air exhaust is carried out, and the spring rebounds to drive the air outlet valve to close, and air exhaust is carried out; the other is a double cam shaft, one timing chain wheel drives an air inlet cam shaft, the other timing chain wheel drives an air outlet cam shaft, the air inlet cam shaft extrudes an air inlet valve top cup to open an air inlet valve, a spring rebounds to close the air inlet valve, the air outlet cam shaft extrudes an air outlet valve top cup to open an air outlet valve, and the spring rebounds to close the air outlet valve.
The existing in-line four-cylinder engine air intake and exhaust system adopts double camshafts, the double camshafts are driven by two timing sprockets, one camshaft is responsible for controlling the air intake of eight air intake valves, the camshaft rotates to the convex part to press down the corresponding valve top cup to open the air intake valve, the air intake valve spring rebounds to drive the air intake valve to close; the other cam shaft is responsible for controlling the exhaust of eight exhaust valves, the cam shaft rotates to the convex part to press down the corresponding valve top cup to open the exhaust valve, the exhaust valve spring rebounds to drive the exhaust valve to close.
The existing in-line five-cylinder engine air intake and exhaust system adopts double camshafts, the double camshafts are driven by two timing sprockets, one camshaft is responsible for controlling the air intake of ten air intake valves, the camshaft rotates to the convex part to press down the corresponding valve top cup to open the air intake valve, the air intake valve spring rebounds to drive the air intake valve to close; the other cam shaft is responsible for controlling ten exhaust valves to exhaust, the cam shaft rotates to the protruding part to press down the corresponding valve top cup to open the exhaust valve, the exhaust valve spring rebounds to drive the exhaust valve to close.
The existing in-line six-cylinder engine air intake and exhaust system adopts double camshafts, the double camshafts are driven by two timing sprockets, one camshaft is responsible for controlling the air intake of twelve air intake valves, the camshaft rotates to the convex part to press down the corresponding valve top cup to open the air intake valve, and the air intake valve spring rebounds to drive the air intake valve to close; the other cam shaft is responsible for controlling the exhaust of twelve exhaust valves, the cam shaft rotates to the convex part to press down the corresponding valve top cup to open the exhaust valve, the exhaust valve spring rebounds to drive the exhaust valve to close.
The air intake and exhaust systems of a single-cylinder engine, an inline double-cylinder engine, an inline three-cylinder engine, an inline four-cylinder engine, an inline five-cylinder engine and an inline six-cylinder engine in the prior art commonly have the following problems: the components are more, the abrasion is easy, and the failure rate is high; the valve is closed by adopting a powerful spring, and the torque of the engine is consumed by opening the intake valve and the exhaust valve by adopting a compression spring; the valve is opened and closed up and down in a reciprocating way, and the valve spring cannot react and catch up during high-speed operation, so that the valve is easy to collide with a piston (cylinder punching), and the higher rotating speed of the engine is limited; the door valve adopts up-and-down reciprocating circulation, and the vibrations are big, and the noise is big.
Disclosure of Invention
The technical problems to be solved by the invention are as follows: a variable intake rotary intake and exhaust system for an in-line engine is provided to solve the above-described problems.
The technical scheme for solving the technical problems is as follows: an in-line engine variable intake rotary intake and exhaust system comprising: the device comprises a shell, an air inlet mechanism, an air exhaust mechanism, a variable air inlet mechanism, an air inlet timing sprocket, an air exhaust timing sprocket, a rotary power mechanism, a side shell cover, a timing sprocket side cover and a plurality of spark plugs; the variable air inlet mechanism is installed in the air inlet mechanism, the air inlet mechanism and the air outlet mechanism are arranged in the casing side by side, the air inlet timing sprocket and the air outlet timing sprocket are sleeved at one end of the air inlet mechanism and one end of the air outlet mechanism in a one-to-one correspondence mode, the air inlet timing sprocket and the air outlet timing sprocket are arranged in the casing, the rotary power mechanism is installed at one end, far away from the air inlet timing sprocket and the air outlet timing sprocket, of the casing and connected with the variable air inlet mechanism, the side casing cover is arranged on the rotary power mechanism, the timing sprocket side cover is installed at one end, close to the air inlet timing sprocket and the air outlet timing sprocket, of the casing, and the spark plug axially penetrates through the casing.
The beneficial effects of the invention are as follows: the air inlet timing chain wheel and the air outlet timing chain wheel drive the air inlet mechanism and the air outlet mechanism to rotate, so that the opening and closing of the air valve on the shell are realized, the design that the air valve spring controls the air valve to open and close the air valve in an up-and-down reciprocating manner in the prior art is canceled, the working vibration noise of the air valve is eliminated, and the problem of cylinder flushing is thoroughly solved; the kinetic energy self-loss caused by the valve spring is eliminated, more torque output is realized, the rotating speed and the output power of the engine are improved, the power is stronger, and the purpose of saving oil is achieved; the component parts of the existing engine air intake and exhaust system are reduced, the failure rate is reduced, and the manufacturing cost is saved. Meanwhile, the variable air inlet mechanism can control the size of a through hole for the oil-gas mixture to enter under the drive of the rotary power mechanism, so that the oil-gas mixture quantity required by the engine in various driving modes is realized, and the purpose of saving oil is further realized.
On the basis of the technical scheme, the invention can be improved as follows.
Further, the casing includes: the exhaust gas engine comprises an engine shell body, a chain wheel shell cover, an exhaust gas pipe, at least one combustion chamber, a plurality of spark plug mounting holes, at least one air inlet hole, at least one air outlet hole, an air inlet mechanism mounting hole and an exhaust mechanism mounting hole;
The air inlet mechanism mounting holes and the exhaust mechanism mounting holes are arranged side by side and penetrate through the shell body from front to back, the air inlet holes and the exhaust holes are arranged at the left end and the right end of the shell body in a one-to-one correspondence manner, the air inlet mechanism mounting holes and the exhaust mechanism mounting holes are communicated with the air inlet holes and the exhaust holes in a one-to-one correspondence manner, the combustion chamber is arranged at the top end of the shell body and communicated with the air inlet mechanism mounting holes and the exhaust mechanism mounting holes, the spark plug mounting holes are through holes penetrating through the shell body axially and communicated with the combustion chamber, the sprocket shell cover is a shell structure with an open top end and arranged on the shell body, the end, far away from the shell body, of the sprocket shell cover is provided with through holes covered by the timing sprocket side cover, the air inlet mechanism mounting holes and the exhaust mechanism mounting holes are communicated with the sprocket shell cover, the exhaust gas pipe is of a tubular structure communicated with the side wall of the sprocket shell cover, and the quantity of the combustion chamber is the same as that of the air inlet holes and the exhaust holes;
the air inlet mechanism and the exhaust mechanism are arranged in the air inlet mechanism mounting holes and the exhaust mechanism mounting holes in a one-to-one correspondence mode, the air inlet timing sprocket and the exhaust timing sprocket are arranged in the sprocket shell cover, and the spark plugs are arranged in the spark plug mounting holes in a one-to-one correspondence mode.
The beneficial effects of adopting the further scheme are as follows: the sprocket cover is matched with the timing sprocket side cover, so that a space is provided for installation and maintenance of the air inlet timing sprocket and the air outlet timing sprocket and connection with the outside; the exhaust pipe is favorable for outputting the leaked oil-gas mixture in the air inlet mechanism and the leaked exhaust gas in the exhaust mechanism to the shell, and the shell is discharged out of the air filter and then is conveyed to the air inlet again to enter the combustion chamber for re-combustion; the combustion chamber is beneficial to inputting the oil-gas mixture entering the shell main body from the air inlet into the engine cylinder to work under the action of electric fire of the spark plug, and discharging the gas discharged after the engine cylinder works through the exhaust hole; the spark plug mounting holes are beneficial to providing mounting space for electric fires of the spark plug, and the air inlet mechanism mounting holes and the air outlet mechanism mounting holes are beneficial to providing space for work of the air inlet mechanism and the air outlet mechanism.
Further, the air inlet mechanism comprises an air inlet mosaic tube and an air inlet rotary tube, the air inlet mosaic tube is sleeved on the air inlet rotary tube, the air inlet mosaic tube is a tubular structure with at least one mosaic tube month-shaped air inlet hole and at least one mosaic tube square air inlet hole arranged on the side wall, the air inlet rotary tube is a tubular structure with one end closed and at least one rotary tube air inlet hole arranged on the side wall, the mosaic tube month-shaped air inlet hole, the mosaic tube square air inlet hole and the rotary tube air inlet hole are through holes, and the air inlet timing sprocket is sleeved on one end of the air inlet rotary tube closed.
The beneficial effects of adopting the further scheme are as follows: the air inlet inlaid pipe is matched with the air inlet rotary pipe, so that the air-gas mixture entering the casing body from the air inlet hole in the casing body can be conveniently input into the combustion chamber.
Further, the positions of the crescent-shaped air inlets of the mosaic tube on the air inlet mosaic tube correspond to the positions of the combustion chambers on the casing main body, and when the number of the combustion chambers is multiple, the air inlets of the rotary tube are axially wound on the air inlet rotary tube.
The beneficial effects of adopting the further scheme are as follows: the engine cylinder is beneficial to the oil-gas mixture to enter the engine cylinder according to the paths of the air inlet hole, the inside of the air inlet rotary pipe, the crescent air inlet hole of the embedded pipe and the combustion chamber, shortens the path of the oil-gas mixture and improves the supply efficiency of the oil-gas mixture.
Further, the variable air inlet mechanism comprises an air baffle plate and a rotary connecting piece, and the air baffle plate is of an arc-shaped strip structure arranged in the air inlet rotary pipe; when the number of the combustion chambers is one, the number of the rotating connecting pieces is one, and the two ends of the rotating connecting pieces are correspondingly connected with the air baffle plate and the rotating power mechanism one by one; when the number of the combustion chambers is multiple, the number of the rotating connecting pieces is two, the two rotating connecting pieces are arranged at two ends of the air baffle plate in one-to-one correspondence, and the rotating connecting pieces far away from the air inlet timing sprocket are connected with the rotating power mechanism.
The beneficial effects of adopting the further scheme are as follows: the air baffle rotates in the air inlet rotary pipe, so that the air baffle is beneficial to changing the amount of the oil-gas mixture entering the air inlet rotary pipe through shielding the area of the air inlet of the rotary pipe, further changing the amount of the oil-gas mixture entering the combustion chamber, realizing the adjustment of the amount of the oil-gas mixture required by the engine in various driving modes and further realizing the purpose of saving oil; the rotating connecting piece is favorable for transmitting the power of the rotating power mechanism to the air baffle plate, and the air baffle plate is rotated.
Further, when the number of the combustion chambers is four, the variable intake mechanism further includes a partition plate for partitioning the intake rotary pipe into two chambers which are not communicated with each other, and when the number of the combustion chambers is five or six, the variable intake mechanism further includes two partition plates for partitioning the intake rotary pipe into three chambers which are not communicated with each other, the partition plates being mounted on the air baffle plate and being rotatably connected with the inner wall of the intake rotary pipe.
The beneficial effects of adopting the further scheme are as follows: the partition plate is favorable for dividing the air inlet rotary pipe into a plurality of chambers which are not communicated with each other, and the oil-gas mixture entering the air inlet rotary pipe can work in different chambers respectively, so that the engine with different models can be adapted.
Further, the rotary power mechanism includes: the rotary tube side cover, the connecting shaft, the variable valve motor, the motor driving teeth and the moon-shaped gear; the utility model discloses a motor drive gear, including casing main part, rotating tube side cap, motor drive gear, rotating tube side cap, connecting axle, rotating tube side cap, motor drive gear, the connecting axle is in for installing the casing main part is kept away from intake timing sprocket with the platy structure of exhaust timing sprocket one end, the connecting axle runs through the rotating tube side cap, and both ends one-to-one connect the rotation connecting piece with the month type gear, the variable valve motor is installed the rotating tube side cap is kept away from the one end of casing main part, and the output shaft with motor drive gear coaxial coupling, motor drive gear with month type gear engagement, the connecting axle variable valve motor drive gear with month type gear is all by the cover establish in the side cap.
The beneficial effects of adopting the further scheme are as follows: the variable valve motor can drive the moon-shaped gear to rotate through the motor driving teeth, and then the connecting shaft drives the rotating connecting piece and the air baffle connected with the rotating connecting piece to rotate in the air inlet rotating pipe, so that the adjustment of the amount of the oil-gas mixture entering the air inlet rotating pipe is realized.
Further, the exhaust mechanism comprises an exhaust mosaic tube and an exhaust rotary tube, the exhaust mosaic tube is sleeved on the exhaust rotary tube, the exhaust mosaic tube is of a tubular structure, the side wall of the tubular structure is provided with at least one mosaic tube moon-shaped exhaust hole and at least one mosaic tube square exhaust hole, the side wall of the exhaust rotary tube is provided with at least one rotary tube exhaust hole, and the mosaic tube moon-shaped exhaust hole, the mosaic tube square exhaust hole and the rotary tube exhaust hole are all through holes;
When the number of the combustion chambers is one, the exhaust rotary pipe is of a tubular structure with one end closed; when the number of the combustion chambers is two, the exhaust rotary pipe is of a tubular structure with two closed ends; when the number of the combustion chambers is four, the exhaust rotary pipe is of a tubular structure with two closed ends and is divided into two air passages which are not communicated with each other; when the number of the combustion chambers is five, the exhaust rotary pipe is of a tubular structure with one end closed and divided into three air passages which are not communicated with each other; when the number of the combustion chambers is six, the exhaust rotary pipe is of a tubular structure with two closed ends and is divided into three air passages which are not communicated with each other; the exhaust timing chain wheel is sleeved at one end of the exhaust rotary pipe, which is far away from the rotary power mechanism.
The beneficial effects of adopting the further scheme are as follows: the exhaust mosaic tube is matched with the exhaust rotary tube, so that gas generated from the operation of the engine cylinder can be injected into the exhaust hole on the shell main body from the combustion chamber.
Further, the position of the crescent-shaped exhaust hole of the mosaic tube on the exhaust mosaic tube corresponds to the position of the combustion chamber on the casing main body, and when the number of the combustion chambers is a plurality of, a plurality of the rotating tube exhaust holes are axially wound on the exhaust rotating tube.
The beneficial effects of adopting the further scheme are as follows: the exhaust gas flow control device is beneficial to exhausting gas generated during the operation of the engine cylinder according to the paths of the combustion chamber, the exhaust mosaic pipe, the exhaust rotary pipe and the exhaust hole, shortens the exhaust path and improves the exhaust efficiency.
Drawings
Fig. 1 is a schematic diagram of an overall structure according to a third embodiment of the present invention;
FIG. 2 is a bottom view of the overall structure according to the third embodiment of the present invention;
fig. 3 is a schematic diagram of the overall structure of a casing according to a third embodiment of the present invention;
fig. 4 is a schematic diagram of the overall structure of a casing according to a third embodiment of the present invention;
FIG. 5 is a schematic diagram of an interior of a housing according to a third embodiment of the present invention;
FIG. 6 is a schematic diagram showing an assembly of an intake mechanism, an exhaust mechanism, an intake timing sprocket and an exhaust timing sprocket according to a third embodiment of the present invention;
FIG. 7 is a second schematic diagram of an assembly of an intake mechanism, an exhaust mechanism, an intake timing sprocket, and an exhaust timing sprocket according to a third embodiment of the present invention;
FIG. 8 is a schematic diagram of an assembly of an intake mechanism, an exhaust mechanism, an intake timing sprocket and an exhaust timing sprocket according to a third embodiment of the present invention;
fig. 9 is a schematic structural diagram of a rotary power mechanism according to a third embodiment of the present invention;
Fig. 10 is a schematic structural diagram of a variable air intake mechanism according to a third embodiment of the present invention;
FIG. 11 is a schematic view of an air intake mosaic tube structure according to a third embodiment of the present invention;
FIG. 12 is a schematic view of an exhaust mosaic tube structure according to a third embodiment of the present invention;
fig. 13 is a schematic view of an air intake rotary pipe according to a third embodiment of the present invention;
fig. 14 is a schematic view of an exhaust rotary pipe according to a third embodiment of the present invention;
FIG. 15 is a schematic view of an overall structure according to a second embodiment of the present invention;
fig. 16 is a schematic structural diagram of a variable air intake mechanism according to a second embodiment of the present invention;
FIG. 17 is a schematic view of an air intake mosaic tube structure according to a second embodiment of the present invention;
FIG. 18 is a schematic diagram of an exhaust mosaic tube structure according to a second embodiment of the present invention;
fig. 19 is a schematic view of an air intake rotary pipe according to a second embodiment of the present invention;
fig. 20 is a schematic view of an exhaust rotary pipe according to a second embodiment of the present invention;
FIG. 21 is a schematic view of the overall structure of a fifth embodiment of the present invention;
fig. 22 is a schematic structural view of a variable air intake mechanism according to a fifth embodiment of the present invention and a fifth embodiment of the present invention;
FIG. 23 is a schematic view of an air intake mosaic tube structure according to a fifth embodiment of the present invention;
FIG. 24 is a schematic view of an exhaust mosaic tube structure according to a fifth embodiment of the present invention;
Fig. 25 is a schematic view of an air intake rotary pipe according to a fifth embodiment of the present invention;
fig. 26 is a schematic structural diagram of an exhaust rotary pipe according to a fifth embodiment of the present invention;
FIG. 27 is a schematic view of an overall structure according to a first embodiment of the present invention;
FIG. 28 is a schematic view of a variable intake mechanism according to a first embodiment of the present invention;
FIG. 29 is a schematic view of an air intake mosaic tube structure according to a first embodiment of the present invention;
FIG. 30 is a schematic view of an exhaust mosaic tube structure according to a first embodiment of the present invention;
FIG. 31 is a schematic view of an intake rotary pipe according to an embodiment of the present invention;
FIG. 32 is a schematic view of an exhaust rotary pipe according to a first embodiment of the present invention;
FIG. 33 is a schematic view of an overall structure according to a fourth embodiment of the present invention;
FIG. 34 is a schematic view of an air intake mosaic tube structure according to a fourth embodiment of the present invention;
FIG. 35 is a schematic view of an exhaust mosaic tube structure according to a fourth embodiment of the present invention;
fig. 36 is a schematic view of an air intake rotary pipe according to a fourth embodiment of the present invention
Fig. 37 is a schematic view of an exhaust rotary pipe according to a fourth embodiment of the present invention.
Wherein the double-headed arrow in fig. 1 indicates the mounting orientation of the respective components.
In the drawings, the list of components represented by the various numbers is as follows:
1. A housing; 2. an air inlet mechanism; 3. an exhaust mechanism; 4. a variable air intake mechanism; 5. an intake timing sprocket; 6. an exhaust timing sprocket; 7. a rotary power mechanism; 8. a side cover; 9. timing sprocket side cover; 10. a spark plug; 21. an air inlet inlaid pipe; 22. an intake rotary pipe; 31. an exhaust mosaic tube; 32. an exhaust rotary pipe; 41. a gas baffle; 42. rotating the connecting piece; 43. a partition plate; 71. a rotary tube side cover; 72. a connecting shaft; 73. a variable valve motor; 74. motor drive teeth; 75. a moon-shaped gear; 101. a case main body; 102. a sprocket cover; 103. an exhaust pipe; 104. a combustion chamber; 105. a spark plug mounting hole; 106. an air inlet hole; 107. an exhaust hole; 108. an air inlet mechanism mounting hole; 109. an exhaust mechanism mounting hole; 211. a moon-shaped air inlet is inlaid; 212. a square air inlet hole is inlaid in the pipe; 221. a rotary pipe air inlet hole; 311. a moon-shaped exhaust hole is inlaid; 312. a square exhaust hole is inlaid in the pipe; 321. and a rotary pipe exhaust hole.
Detailed Description
The principles and features of the present invention are described below with examples given for the purpose of illustration only and are not intended to limit the scope of the invention.
As shown in fig. 1 to 10, an in-line engine variable intake rotary intake and exhaust system includes: a casing 1, an air intake mechanism 2, an exhaust mechanism 3, a variable air intake mechanism 4, an air intake timing sprocket 5, an exhaust timing sprocket 6, a rotary power mechanism 7, a side casing cover 8, a timing sprocket side cover 9 and a plurality of spark plugs 10; the variable air inlet mechanism 4 is installed in the air inlet mechanism 2, the air inlet mechanism 2 and the air outlet mechanism 3 are arranged in the machine shell 1 side by side, the air inlet timing sprocket 5 and the air outlet timing sprocket 6 are sleeved at one end of the air inlet mechanism 2 and one end of the air outlet mechanism 3 in a one-to-one correspondence mode, the air inlet timing sprocket 5 and the air outlet timing sprocket 6 are all arranged in the machine shell 1, the rotary power mechanism 7 is installed at one end, far away from the air inlet timing sprocket 5 and the air outlet timing sprocket 6, of the machine shell 1 and is connected with the variable air inlet mechanism 4, the side shell cover 8 is covered on the rotary power mechanism 7, the timing sprocket side cover 9 is installed at one end, close to the air inlet timing sprocket 5 and the air outlet timing sprocket 6, of the machine shell 1, and the spark plug 10 axially penetrates through the machine shell 1.
The following description is needed: the axial direction refers to the up-down direction in the view angle shown in fig. 1;
the air inlet timing chain wheel 5 and the air outlet timing chain wheel 6 have the same size and are connected with an external crankshaft driving wheel through a chain, so that the air inlet timing chain wheel 5 and the air outlet timing chain wheel 6 rotate simultaneously, and the air inlet mechanism 2 and the air outlet mechanism 3 are driven to rotate synchronously;
the upper part of the shell 1 is communicated with an external engine cylinder, the oil-gas mixture is transferred from the shell 1 to the engine cylinder, and gas generated by the operation of the engine cylinder is discharged through the shell 1.
The beneficial effects of the invention are as follows: the air inlet timing chain wheel and the air outlet timing chain wheel drive the air inlet mechanism and the air outlet mechanism to rotate, so that the opening and closing of the air valve on the shell are realized, the design that the air valve spring controls the air valve to open and close the air valve in an up-and-down reciprocating manner in the prior art is eliminated, the working vibration noise of the air valve is eliminated, and the problem of cylinder flushing is thoroughly solved; the kinetic energy self-loss caused by the valve spring is eliminated, more torque output is realized, the rotating speed and the output power of the engine are improved, the power is stronger, and the purpose of saving oil is achieved; the component parts of the existing engine air intake and exhaust system are reduced, the failure rate is reduced, and the manufacturing cost is saved. Meanwhile, the variable air inlet mechanism can control the size of a through hole for the oil-gas mixture to enter under the drive of the rotary power mechanism, so that the oil-gas mixture quantity required by the engine in various driving modes is realized, and the purpose of saving oil is further realized.
Preferably, as shown in fig. 3 to 5, the casing 1 includes: a casing main body 101, a sprocket cover 102, an exhaust gas pipe 103, at least one combustion chamber 104, a plurality of ignition plug mounting holes 105, at least one intake hole 106, at least one exhaust hole 107, an intake mechanism mounting hole 108, and an exhaust mechanism mounting hole 109;
the air inlet mechanism mounting holes 108 and the air outlet mechanism mounting holes 109 are arranged side by side and penetrate through the casing main body 101 from front to back, the air inlet holes 106 and the air outlet holes 107 are arranged at the left end and the right end of the casing main body 101 in a one-to-one correspondence manner, the air inlet mechanism mounting holes 108 and the air outlet mechanism mounting holes 109 are communicated with the air inlet holes 106 and the air outlet holes 107 in a one-to-one correspondence manner, the combustion chamber 104 is arranged at the top end of the casing main body 101 and communicated with the air inlet mechanism mounting holes 108 and the air outlet mechanism mounting holes 109, the spark plug mounting holes 105 are through holes penetrating through the casing main body 101 in the axial direction and communicated with the combustion chamber 104, the sprocket 102 is of a casing structure with the top end open, and is arranged on the casing main body 101, the end, far away from the casing main body 101, of the sprocket casing cover 102 is provided with through holes covered by the timing sprocket 9, the air inlet mechanism mounting holes 108 and the air outlet mechanism mounting holes 109 are communicated with the sprocket casing cover 102, the exhaust pipe 103 is of a tubular structure communicated with the side wall of the sprocket cover 102, and the number of the exhaust pipe 103 is the same as that of the air inlet holes 104 and the air outlet holes 107 are respectively.
The air intake mechanism 2 and the exhaust mechanism 3 are arranged in the air intake mechanism mounting hole 108 and the exhaust mechanism mounting hole 109 in one-to-one correspondence, the air intake timing sprocket 5 and the exhaust timing sprocket 6 are both arranged in the sprocket case cover 102, and a plurality of the ignition plugs 10 are arranged in a plurality of the ignition plug mounting holes 105 in one-to-one correspondence.
The following description is needed: in the preferred embodiment of the present invention, the number of the spark plugs 10 is twice that of the combustion chambers 104, that is, a single-cylinder double-spark plug mode is adopted, so that the fuel-air mixture in the combustion chambers can be combusted more fully, and the purpose of saving fuel is further achieved.
The beneficial effects of adopting the preferable scheme are as follows: the sprocket cover is matched with the timing sprocket side cover, so that a space is provided for installation and maintenance of the air inlet timing sprocket and the air outlet timing sprocket and connection with the outside; the exhaust pipe is favorable for outputting the leaked oil-gas mixture in the air inlet mechanism and the leaked exhaust gas in the exhaust mechanism to the shell, and the shell is discharged out of the air filter and then is conveyed to the air inlet again to enter the combustion chamber for re-combustion; the combustion chamber is beneficial to inputting the oil-gas mixture entering the shell main body from the air inlet into the engine cylinder to work under the action of electric fire of the spark plug, and discharging the gas discharged after the engine cylinder works through the exhaust hole; the spark plug mounting holes are beneficial to providing mounting space for electric fires of the spark plug, and the air inlet mechanism mounting holes and the air outlet mechanism mounting holes are beneficial to providing space for work of the air inlet mechanism and the air outlet mechanism.
Preferably, as shown in fig. 6 to 8, the air intake mechanism 2 includes an air intake mosaic tube 21 and an air intake rotary tube 22, the air intake mosaic tube 21 is sleeved on the air intake rotary tube 22, the air intake mosaic tube 21 is a tubular structure with at least one mosaic tube moon-shaped air intake 211 and at least one mosaic tube square air intake 212 on a side wall, the air intake rotary tube 22 is a tubular structure with one end closed, and at least one rotary tube air intake 221 is provided on a side wall, the mosaic tube moon-shaped air intake 211, the mosaic tube square air intake 212 and the rotary tube air intake 221 are all through holes, and the air intake timing sprocket 5 is sleeved on the closed end of the air intake rotary tube 22.
The beneficial effects of adopting the preferable scheme are as follows: the air inlet inlaid pipe is matched with the air inlet rotary pipe, so that the air-gas mixture entering the casing body from the air inlet hole in the casing body can be conveniently input into the combustion chamber.
Preferably, as shown in fig. 1, 11 and 13, the positions of the insert-pipe-shaped air intake holes 211 on the air intake insert pipe 21 correspond to the positions of the combustion chambers 104 on the casing main body 101, and when the number of the combustion chambers 104 is plural, the plural air intake holes 221 of the rotary pipe are wound around the air intake rotary pipe 22 in the axial direction.
The following description is needed: in the in-line double-cylinder engine air intake and exhaust system, the in-line four-cylinder engine air intake and exhaust system and the in-line six-cylinder engine air intake and exhaust system, a plurality of the mosaic tube moon-shaped air inlets 211 and a plurality of the mosaic tube square air inlets 212 are all arranged in a straight line, the plurality of the mosaic tube moon-shaped air inlets 211 and the plurality of the mosaic tube square air inlets 212 are arranged in 180-degree one-to-one correspondence on the air intake mosaic tube 21, and the plurality of the mosaic tube moon-shaped air inlets 211 are in one-to-one correspondence with the plurality of the combustion chambers 104, as shown in fig. 11, 17 and 23;
in the single-cylinder engine intake and exhaust system, only one mosaic tube moon-shaped air inlet 211 is arranged on the intake mosaic tube 21, and the mosaic tube square air inlet 212 is not arranged, and the mosaic tube moon-shaped air inlet 211 corresponds to the combustion chamber 104, as shown in fig. 29;
in the in-line five-cylinder engine intake and exhaust system, the intake mosaic tube 21 is provided with five mosaic tube moon-shaped intake holes 211, four mosaic tube square intake holes 212 are provided, and the five mosaic tube moon-shaped intake holes 211 are arranged in a straight line and correspond to the five combustion chambers 104 one by one. For convenience of understanding, four square air inlets 212 of the mosaic tube are named according to the first, second, third and fourth numbers in the direction from the rear to the front (i.e., the direction from the intake timing sprocket 5 to the rotary power mechanism 7) at the view angle shown in fig. 1, the square air inlets 212 of the mosaic tube and the square air inlets 212 of the mosaic tube are on a straight line, a space between the square air inlets 212 of the mosaic tube and a space between the square air inlets 212 of the mosaic tube and the square air inlets 212 of the mosaic tube are arranged at 45 degrees in the circumferential direction, as shown in fig. 34. The arrangement of the inlaid pipe moon-shaped air inlet 211 and the inlaid pipe square air inlet 212 on the air inlet rotary pipe 22 in the in-line five-cylinder engine is beneficial to minimizing the path of the oil-gas mixture from the air inlet 106 to the combustion chamber 104, and improves the supply efficiency of the oil-gas mixture;
The number of the combustion chambers 104 is one, and the number is one, and the single cylinder engine is an air intake and exhaust system, and the air intake rotary pipe 22 is provided with only one rotary pipe air intake hole 221, as shown in fig. 31. The number of the combustion chambers 104 is two, and the two combustion chambers are in-line double-cylinder engine air inlet and exhaust systems, and the air inlet rotary pipe 22 is provided with two rotary pipe air inlet holes 221 which are axially wound at 180 degrees in the circumferential direction, as shown in fig. 19. The number of the combustion chambers 104 is four, and the four combustion chambers are in-line four-cylinder engine intake and exhaust systems, and the intake rotary pipe 22 is provided with four rotary pipe intake holes 221 axially wound at 90 degrees in the circumferential direction, as shown in fig. 13. The number of the combustion chambers 104 is five, and the number is in-line five-cylinder engine intake and exhaust system, and the intake rotary pipe 22 is provided with five rotary pipe intake holes 221 axially wound at 72 degrees in the circumferential direction, as shown in fig. 36. The number of the combustion chambers 104 is six, and the six combustion chambers are in-line six-cylinder engine intake and exhaust systems, and the intake rotary pipe 22 is provided with six rotary pipe intake holes 221 axially wound at 60 degrees in the circumferential direction, as shown in fig. 25.
The beneficial effects of adopting the preferable scheme are as follows: the engine cylinder is beneficial to the oil-gas mixture to enter the engine cylinder according to the paths of the air inlet hole, the inside of the air inlet rotary pipe, the crescent air inlet hole of the embedded pipe and the combustion chamber, shortens the path of the oil-gas mixture and improves the supply efficiency of the oil-gas mixture.
Preferably, as shown in fig. 10, 16, 22 and 28, the variable air intake mechanism 4 includes a gas baffle 41 and a rotary connector 42, and the gas baffle 41 is an arc-shaped strip structure disposed in the air intake rotary pipe 22; when the number of the combustion chambers 104 is one, the number of the rotating connectors 42 is one, and two ends of the rotating connectors 42 are connected with the air baffle 41 and the rotating power mechanism 7 in a one-to-one correspondence manner; when the number of the combustion chambers 104 is plural, the number of the rotation connecting pieces 42 is two, the two rotation connecting pieces 42 are arranged at two ends of the air baffle 41 in one-to-one correspondence, and the rotation connecting piece 42 far from the intake timing sprocket 5 is connected with the rotation power mechanism 7.
The beneficial effects of adopting the preferable scheme are as follows: the air baffle rotates in the air inlet rotary pipe, so that the air baffle is beneficial to changing the amount of the oil-gas mixture entering the air inlet rotary pipe through shielding the area of the air inlet of the rotary pipe, further changing the amount of the oil-gas mixture entering the combustion chamber, realizing the adjustment of the amount of the oil-gas mixture required by the engine in various driving modes and further realizing the purpose of saving oil; the rotating connecting piece is favorable for transmitting the power of the rotating power mechanism to the air baffle plate, and the air baffle plate is rotated.
Preferably, as shown in fig. 10, 16, 22 and 28, when the number of the combustion chambers 104 is four, the variable intake mechanism 4 further includes a partition plate 43 for partitioning the intake rotary pipe 22 into two chambers not communicating with each other, and when the number of the combustion chambers 104 is five or six, the variable intake mechanism 4 further includes two partition plates 43 for partitioning the intake rotary pipe 22 into three chambers not communicating with each other, the partition plates 43 being mounted on the air blocking plate 41 and rotatably connected to the inner wall of the intake rotary pipe 22.
The beneficial effects of adopting the preferable scheme are as follows: the partition plate is favorable for dividing the air inlet rotary pipe into a plurality of chambers which are not communicated with each other, and the oil-gas mixture entering the air inlet rotary pipe can work in different chambers respectively, so that the engine with different models can be adapted.
Preferably, as shown in fig. 1, 2 and 9, the rotation power mechanism 7 includes: a rotary pipe side cover 71, a connecting shaft 72, a variable valve motor 73, motor drive teeth 74, and a month gear 75; the rotary pipe side cover 71 is of a plate-shaped structure which is installed at one end of the casing main body 101 far away from the air inlet timing sprocket 5 and the air outlet timing sprocket 6, the connecting shaft 72 penetrates through the rotary pipe side cover 71, the rotary connecting piece 42 and the moon-shaped gear 75 are connected at two ends in a one-to-one correspondence mode, the variable valve motor 73 is installed at one end of the rotary pipe side cover 71 far away from the casing main body 101, an output shaft is coaxially connected with the motor driving teeth 74, the motor driving teeth 74 are meshed with the moon-shaped gear 75, and the connecting shaft 72, the variable valve motor 73, the motor driving teeth 74 and the moon-shaped gear 75 are all covered in the side casing cover 8.
The beneficial effects of adopting the preferable scheme are as follows: the variable valve motor can drive the moon-shaped gear to rotate through the motor driving teeth, and then the connecting shaft drives the rotating connecting piece and the air baffle connected with the rotating connecting piece to rotate in the air inlet rotating pipe, so that the adjustment of the amount of the oil-gas mixture entering the air inlet rotating pipe is realized.
Preferably, as shown in fig. 6 to 8, the exhaust mechanism 3 includes an exhaust mosaic tube 31 and an exhaust rotary tube 32, the exhaust mosaic tube 31 is sleeved on the exhaust rotary tube 32, the exhaust mosaic tube 31 is a tubular structure with at least one mosaic tube moon-shaped exhaust hole 311 and at least one mosaic tube square exhaust hole 312 on a side wall, at least one rotary tube exhaust hole 321 is provided on the side wall of the exhaust rotary tube 32, and the mosaic tube moon-shaped exhaust hole 311, the mosaic tube square exhaust hole 312 and the rotary tube exhaust hole 321 are all through holes;
when the number of the combustion chambers 104 is one, the exhaust rotary pipe 32 has a tubular structure with one closed end; when the number of the combustion chambers 104 is two, the exhaust rotary pipe 32 has a tubular structure with both ends closed; when the number of the combustion chambers 104 is four, the exhaust rotary pipe 32 is a tubular structure with two closed ends and divided into two air passages which are not communicated with each other; when the number of the combustion chambers 104 is five, the exhaust rotary pipe 32 is a tubular structure with one end closed and divided into three air passages which are not communicated with each other; when the number of the combustion chambers 104 is six, the exhaust rotary pipe 32 is a tubular structure with two closed ends and divided into three air passages which are not communicated with each other; the exhaust timing sprocket 6 is sleeved on one end of the exhaust rotary pipe 32 away from the rotary power mechanism 7.
The beneficial effects of adopting the preferable scheme are as follows: the exhaust mosaic tube is matched with the exhaust rotary tube, so that gas generated from the operation of the engine cylinder can be injected into the exhaust hole on the shell main body from the combustion chamber.
Preferably, as shown in fig. 1, 12 and 14, the position of the insert pipe moon-shaped vent hole 311 on the exhaust insert pipe 31 corresponds to the position of the combustion chamber 104 on the casing main body 101, and when the number of the combustion chambers 104 is plural, the plural rotating pipe vent holes 321 are axially wound around the exhaust rotating pipe 32.
The following description is needed: in the in-line double-cylinder engine air intake and exhaust system, the in-line four-cylinder engine air intake and exhaust system and the in-line six-cylinder engine air intake and exhaust system, a plurality of the mosaic tube moon-shaped air exhaust holes 311 and a plurality of the mosaic tube square air exhaust holes 312 are all arranged in a straight line, the plurality of the mosaic tube moon-shaped air exhaust holes 311 and the plurality of the mosaic tube square air exhaust holes 312 are arranged on the exhaust mosaic tube 31 in a 180-degree one-to-one correspondence manner, and the plurality of the mosaic tube moon-shaped air exhaust holes 311 and the plurality of the combustion chambers 104 are in one-to-one correspondence, as shown in fig. 12, 18 and 24;
in the single-cylinder engine intake and exhaust system, only one of the mosaic tube moon-shaped exhaust holes 311 is arranged on the exhaust mosaic tube 31, and the mosaic tube square exhaust holes 312 are not arranged, wherein the mosaic tube moon-shaped exhaust holes 311 correspond to the combustion chamber 104, as shown in fig. 30;
In the in-line five-cylinder engine intake and exhaust system, the exhaust mosaic tube 31 is provided with five mosaic tube moon-shaped exhaust holes 311, four mosaic tube square exhaust holes 312 are provided, and the five mosaic tube moon-shaped exhaust holes 311 are arranged in a straight line and correspond to the five combustion chambers 104 one by one. For convenience of description, four of the mosaic tube square vent holes 312 are named as one, two, three and four in the direction from the rear to the front (i.e., the direction from the intake timing sprocket 5 to the rotary power mechanism 7) at the view angle shown in fig. 1, the one mosaic tube square vent hole 312 and the four mosaic tube square vent hole 312 are on a straight line, the two mosaic tube square vent hole 312 and the three mosaic tube square vent hole 312 are on a straight line, a 45-degree arrangement is made in the circumferential direction between the one mosaic tube square vent hole 312 and the two mosaic tube square vent hole 312, and between the three mosaic tube square vent hole 312 and the four mosaic tube square vent hole 312, as shown in fig. 35. The arrangement of the inlaid pipe moon-shaped exhaust hole 311 and the inlaid pipe square exhaust hole 312 on the exhaust rotary pipe 32 in the in-line five-cylinder engine is beneficial to minimizing the path from the combustion chamber 104 to the exhaust hole 107 of the gas generated when the engine cylinder works, and improves the exhaust efficiency;
The number of the combustion chambers 104 is one, and the single-cylinder engine is an air intake and exhaust system, and only one rotating pipe air exhaust hole 321 is arranged on the exhaust rotating pipe 32, as shown in fig. 32. The number of the combustion chambers 104 is two, and the two combustion chambers are in-line double-cylinder engine air inlet and exhaust systems, and the exhaust rotary pipe 32 is provided with two rotary pipe exhaust holes 321 which are axially wound at 180 degrees in the circumferential direction, as shown in fig. 20. The number of the combustion chambers 104 is four, and the four combustion chambers are in-line four-cylinder engine intake and exhaust systems, and the exhaust rotary pipe 32 is provided with four rotary pipe exhaust holes 321 axially wound at 90 degrees in the circumferential direction, as shown in fig. 14. The number of the combustion chambers 104 is five, and is an in-line five-cylinder engine intake and exhaust system, and the exhaust rotary pipe 32 is provided with five rotary pipe exhaust holes 321 axially wound at 72 degrees in the circumferential direction, as shown in fig. 37. The number of the combustion chambers 104 is six, and the exhaust rotary pipe 32 is provided with six rotary pipe exhaust holes 321 which are axially wound at 60 degrees in the circumferential direction, as shown in fig. 26.
The beneficial effects of adopting the preferable scheme are as follows: the exhaust gas flow control device is beneficial to exhausting gas generated during the operation of the engine cylinder according to the paths of the combustion chamber, the exhaust mosaic pipe, the exhaust rotary pipe and the exhaust hole, shortens the exhaust path and improves the exhaust efficiency.
The working of the invention is illustrated below by means of five examples:
the working preconditions for examples one to five are as follows: the external crankshaft driving wheel synchronously rotates the air inlet timing chain wheel 5 and the air outlet timing chain wheel 6 through a chain, so as to drive the air inlet rotary pipe 22 and the air outlet rotary pipe 32 to synchronously rotate in the air inlet embedded pipe 21 and the air outlet embedded pipe 31 in a one-to-one correspondence manner; the spark plug 10 is connected with an external ignition device; the combustion chamber 104 is connected with an engine cylinder; the output shaft of the variable valve motor 73 drives the motor driving teeth 74 to rotate, which in turn drives the moon gear 75, the connecting shaft 72 and the rotary connecting member 42 to rotate, thereby driving the air blocking plate 41 to rotate in the intake rotary pipe 22.
It should be noted that: after the mixture reaches the combustion chamber 104, the mixture is ignited by the spark plug 10 and injected into the engine cylinder. Since the position of the rotary pipe air inlet 221 on the air inlet rotary pipe 22 is different from the position of the rotary pipe air outlet 321 on the air outlet rotary pipe 32, and the air inlet rotary pipe 22 and the air outlet rotary pipe 32 are continuously rotated, the air is not injected from the original path of the air inlet during the air outlet, namely, the air does not enter the air inlet rotary pipe 22 during the air outlet, but enters the air outlet rotary pipe 32;
The engine operation may be divided into four strokes-cycles: the intake stroke, the compression stroke, the power stroke and the exhaust stroke, wherein each stroke is 180 degrees, the four strokes are 720 degrees, the working sequence of the engine crankshaft is that the engine crankshaft is transmitted to the intake timing sprocket 5 and the exhaust timing sprocket 6 of the intake and exhaust system through a connecting mechanism in a two-to-one transmission ratio, and then the intake timing sprocket 5 and the exhaust timing sprocket 6 drive the intake rotary pipe 22 and the exhaust rotary pipe 32 to rotate is also divided into the intake stroke, the compression stroke, the power stroke and the exhaust stroke, each stroke is 90 degrees, and the four strokes are 360 degrees. During the intake stroke, the rotary pipe air inlet 221 on the intake rotary pipe 22 occupies 45/360 of the circumferential surface of the intake rotary pipe 22, the rotary pipe air inlet 221 is the largest from 0 to the opening area in the process of rotating the intake rotary pipe 22 from 0 degrees to 45 degrees, and then the rotary pipe air inlet 221 is the largest from the opening area to 0 in the process of rotating the intake rotary pipe from 45 degrees to 90 degrees; similarly, in the exhaust stroke, the exhaust rotating pipe 32 rotates from 270 degrees to 360 degrees, the opening area of the rotating pipe exhaust hole 321 is the largest from 0 to 0, and the largest opening area is the largest from 0. Since the intake rotary pipe 22 and the exhaust rotary pipe 32 are synchronously moved, the intake stroke and the exhaust stroke do not operate simultaneously, so that the gas does not enter the intake rotary pipe 22 but enters the exhaust rotary pipe 32 at the time of exhaust.
For convenience of description, in the direction from the intake timing sprocket 5 to the rotary power mechanism 7, the plurality of combustion chambers 104 are named as a first combustion chamber 104, a second combustion chamber 104, a third combustion chamber 104 … …, a plurality of intake holes 106, a plurality of exhaust holes 107, a plurality of mosaic tube month-shaped intake holes 211, a plurality of mosaic tube square intake holes 212, a plurality of rotary tube intake holes 221, a plurality of mosaic tube month-shaped exhaust holes 311, a plurality of mosaic tube square exhaust holes 312, and a plurality of rotary tube exhaust holes 321 are named as the same.
Embodiment one: an air intake and exhaust system of a single-cylinder engine.
As shown in fig. 27 to 32, the side wall of the casing main body 101 has only one air inlet 106 and one air outlet 107, the top has only one combustion chamber 104, the side wall of the air inlet mosaic tube 21 has only one mosaic tube moon-shaped air inlet 211, the side wall of the air outlet mosaic tube 31 has only one mosaic tube moon-shaped air outlet 311, the side wall of the air inlet rotary tube 22 has only one rotary tube air inlet 221, the side wall of the air outlet rotary tube 32 has only one rotary tube air outlet 321, the air outlet rotary tube 32 has a tubular structure with one closed end, the air baffle 41 is connected with only one rotary connecting piece 42, and the air baffle 41 has no partition plate 43.
During air intake, the path of the oil-gas mixture is as follows: the air intake hole 106, the internal passage of the casing main body 101, the unsealed end of the air intake rotary pipe 22, the inside of the air intake rotary pipe 22, the rotary pipe air intake hole 221, the mosaic pipe crescent air intake hole 211, and the combustion chamber 104.
When exhausting, the gas path generated by the engine cylinder is as follows: the combustion chamber 104, the insert pipe moon-shaped exhaust hole 311, the rotating pipe exhaust hole 321, the exhaust rotating pipe 32, an end of the exhaust rotating pipe 32 which is not closed, the internal passage of the casing main body 101, and the exhaust hole 107.
Embodiment two: an in-line double-cylinder engine air inlet and exhaust system.
As shown in fig. 15 to 20, two air inlets 106 and two air outlets 107 are formed in the side wall of the casing main body 101, two combustion chambers 104 are formed in the top end of the casing main body, two mosaic tube moon-shaped air inlets 211 and two mosaic tube square air inlets 212 are formed in the side wall of the air inlet mosaic tube 21, and the two mosaic tube moon-shaped air inlets 211 and the two mosaic tube square air inlets 212 are arranged in 180-degree one-to-one correspondence; the side wall of the exhaust mosaic tube 31 is provided with two mosaic tube moon-shaped exhaust holes 311 and two mosaic tube square exhaust holes 312, and the two mosaic tube moon-shaped exhaust holes 311 and the two mosaic tube square exhaust holes 312 are arranged in 180-degree one-to-one correspondence; the side wall of the air inlet rotary pipe 22 is provided with two rotary pipe air inlet holes 221 which are axially wound at 180 degrees in the circumferential direction; the side wall of the exhaust rotary pipe 32 is provided with two rotary pipe exhaust holes 321 which are axially wound at 180 degrees in the circumferential direction; the exhaust rotary pipe 32 has a tubular structure with both ends closed, the two ends of the air baffle 41 are connected with two rotary connectors 42, and the air baffle 41 is provided with no partition 43.
During air intake, the path of the oil-gas mixture is as follows: the first air inlet hole 106, the internal channel of the casing main body 101, the first inlaid pipe square air inlet hole 212, the first rotary pipe air inlet hole 221, the inside of the air inlet rotary pipe 22, the second rotary pipe air inlet hole 221, the second inlaid pipe moon-shaped air inlet hole 211 and the second combustion chamber 104.
When exhausting, the gas path generated by the engine cylinder is as follows: the second combustion chamber 104, the second inlaid pipe crescent vent hole 311, the second rotary pipe vent hole 321, the inside of the exhaust rotary pipe 32, the first rotary pipe vent hole 321, the first inlaid pipe square vent hole 312, the internal channel of the casing main body 101 and the first vent hole 107.
In this embodiment, in the air intake rotary pipe 22, the air-fuel mixture is transferred between the air intake holes 221 of the two rotary pipes, in the air exhaust rotary pipe 32, the air generated during the operation of the engine cylinder is transferred between the air exhaust holes 321 of the two rotary pipes, if the air is taken in from the air intake hole 106 of the second rotary pipe, the air is exhausted from the air exhaust hole 107 of the second rotary pipe, and the principle of air intake and exhaust is not repeated here.
Embodiment III: an in-line four-cylinder engine air intake and exhaust system.
As shown in fig. 1 to 14, the side wall of the casing main body 101 is provided with four air inlet holes 106 and four air outlet holes 107, the top end is provided with four combustion chambers 104, the side wall of the air inlet mosaic tube 21 is provided with four mosaic tube moon-shaped air inlet holes 211 and four mosaic tube square air inlet holes 212, and the four mosaic tube moon-shaped air inlet holes 211 and the four mosaic tube square air inlet holes 212 are arranged in 180-degree one-to-one correspondence; four inlaid pipe moon-shaped vent holes 311 and four inlaid pipe square vent holes 312 are formed in the side wall of the exhaust inlaid pipe 31, and the four inlaid pipe moon-shaped vent holes 311 and the four inlaid pipe square vent holes 312 are arranged in 180-degree one-to-one correspondence; the side wall of the air inlet rotary pipe 22 is provided with four rotary pipe air inlet holes 221 which are axially wound at 90 degrees in the circumferential direction; the side wall of the exhaust rotary pipe 32 is provided with four rotary pipe exhaust holes 321 which are axially wound at 90 degrees in the circumferential direction; the exhaust rotary pipe 32 is a tubular structure with two closed ends and divided into two air passages which are not communicated with each other, the first rotary pipe exhaust hole 321 and the second rotary pipe exhaust hole 321 are arranged in the first air passage, and the third rotary pipe exhaust hole 321 and the fourth rotary pipe exhaust hole 321 are arranged in the second air passage; the two ends of the air baffle 41 are connected with two rotary connectors 42, and the air baffle 41 is provided with a partition plate 43 for dividing the air inlet rotary pipe 22 into two chambers which are not communicated with each other, wherein the first rotary pipe air inlet 221 and the second rotary pipe air inlet 221 are arranged in the first chamber, and the third rotary pipe air inlet 221 and the fourth rotary pipe air inlet 221 are arranged in the second chamber.
The operation of the first combustion chamber 104 is exemplified.
During air intake, the path of the oil-gas mixture is as follows: the first air inlet 106, the internal channel of the casing body 101, the first mosaic tube square air inlet 212, the first rotary tube air inlet 221, the first cavity in the air inlet rotary tube 22, the second rotary tube air inlet 221, the second mosaic tube moon-shaped air inlet 211 and the second combustion chamber 104.
When exhausting, the gas path generated by the engine cylinder is as follows: the second combustion chamber 104, the second inlaid pipe crescent vent hole 311, the second rotary pipe vent hole 321, the first air passage in the exhaust rotary pipe 32, the first rotary pipe vent hole 321, the first inlaid pipe square vent hole 312, the inner channel of the casing main body 101 and the first vent hole 107.
In this embodiment, in the first chamber in the air intake rotary pipe 22, the air-fuel mixture is transferred between the air intake holes 221 of the two rotary pipes, in the first air passage in the air exhaust rotary pipe 32, the air generated during the operation of the engine cylinder is transferred between the air exhaust holes 321 of the two rotary pipes, and the principles of air intake and exhaust during the operation of the second combustion chamber 104, the third combustion chamber 104 and the fourth combustion chamber 104 are the same, and will not be repeated here.
In the fourth embodiment, an in-line five-cylinder engine air intake and exhaust system.
As shown in fig. 33 to 37, the side wall of the casing main body 101 is provided with five air inlet holes 106 and five air outlet holes 107, the top end is provided with five combustion chambers 104, and the side wall of the air inlet mosaic tube 21 is provided with five mosaic tube moon-shaped air inlet holes 211 and four mosaic tube square air inlet holes 212; five inlaid pipe moon-shaped exhaust holes 311 and four inlaid pipe square exhaust holes 312 are formed in the side wall of the exhaust inlaid pipe 31; the side wall of the air inlet rotary pipe 22 is provided with five rotary pipe air inlet holes 221 which are axially wound at 72 degrees in the circumferential direction; the side wall of the exhaust rotary pipe 32 is provided with five rotary pipe exhaust holes 321 which are axially wound at 72 in the circumferential direction; the exhaust rotary pipe 32 is a tubular structure with one end closed and divided into three air passages which are not communicated with each other, the first rotary pipe exhaust hole 321 and the second rotary pipe exhaust hole 321 are arranged in a first air passage, the third rotary pipe exhaust hole 321 and the fourth rotary pipe exhaust hole 321 are arranged in a second air passage, and the fifth rotary pipe exhaust hole 321 is arranged in a third air passage; the two ends of the air baffle 41 are connected with two rotary connectors 42, and the air baffle 41 is provided with two partition plates 43 for dividing the air inlet rotary pipe 22 into three chambers which are not communicated with each other, wherein the first rotary pipe air inlet 221 and the second rotary pipe air inlet 221 are arranged in the first chamber, the third rotary pipe air inlet 221 and the fourth rotary pipe air inlet 221 are arranged in the second chamber, and the fifth rotary pipe air inlet 221 is arranged in the third chamber.
The air intake and exhaust paths of the first combustion chamber 104, the second combustion chamber 104, the third combustion chamber 104 and the fourth combustion chamber 104 when working are similar to those of the in-line four-cylinder engine in the third embodiment, and the air intake and exhaust paths of the fifth combustion chamber 104 when working are as follows:
during air intake, the path of the oil-gas mixture is as follows: the air inlet 106 of the fifth type, the internal channel of the main body 101, the unsealed end of the air inlet rotary pipe 22, the third cavity in the air inlet rotary pipe 22, the air inlet 221 of the fifth type rotary pipe, the moon-shaped air inlet 211 of the fifth type mosaic pipe and the combustion chamber 104 of the fifth type.
When exhausting, the gas path generated by the engine cylinder is as follows: the fifth combustion chamber 104, the fifth inlaid pipe crescent vent hole 311, the fifth rotary pipe vent hole 321, a third air passage in the exhaust rotary pipe 32, one end of the exhaust rotary pipe 32 which is not closed, an inner channel of the casing main body 101 and the fifth vent hole 107.
Fifth embodiment, an in-line six cylinder engine intake and exhaust system.
As shown in fig. 21 to 26, the side wall of the casing main body 101 is provided with six air inlets 106 and six air outlets 107, the top end is provided with six combustion chambers 104, the side wall of the air inlet mosaic tube 21 is provided with six mosaic tube moon-shaped air inlets 211 and six mosaic tube square air inlets 212, and the six mosaic tube moon-shaped air inlets 211 and the six mosaic tube square air inlets 212 are arranged in 180-degree one-to-one correspondence; six inlaid pipe moon-shaped vent holes 311 and six inlaid pipe square vent holes 312 are formed in the side wall of the exhaust inlaid pipe 31, and the six inlaid pipe moon-shaped vent holes 311 and the six inlaid pipe square vent holes 312 are arranged in 180-degree one-to-one correspondence; six rotary pipe air inlet holes 221 axially wound at 60 degrees in the circumferential direction are formed in the side wall of the air inlet rotary pipe 22; six rotating pipe exhaust holes 321 which are wound around the side wall of the exhaust rotating pipe 32 in the circumferential direction at 60 axial directions are formed; the exhaust rotary pipe 32 is a tubular structure with two closed ends and divided into three air passages which are not communicated with each other, the first rotary pipe exhaust hole 321 and the second rotary pipe exhaust hole 321 are arranged in a first air passage, the third rotary pipe exhaust hole 321 and the fourth rotary pipe exhaust hole 321 are arranged in a second air passage, and the fifth rotary pipe exhaust hole 321 and the sixth rotary pipe exhaust hole 321 are arranged in a third air passage; the two ends of the air baffle 41 are connected with two rotary connectors 42, and the air baffle 41 is provided with two partition plates 43 for dividing the air inlet rotary pipe 22 into three chambers which are not communicated with each other, wherein the first rotary pipe air inlet 221 and the second rotary pipe air inlet 221 are arranged in the first chamber, the third rotary pipe air inlet 221 and the fourth rotary pipe air inlet 221 are arranged in the second chamber, and the fifth rotary pipe air inlet 221 and the sixth rotary pipe air inlet 221 are arranged in the third chamber.
The air intake and exhaust paths of the combustion chamber 104 in this embodiment are similar to those of the in-line dual-cylinder engine in the second embodiment, and will not be described here again.
In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings are merely for convenience in describing the present invention and simplifying the description, and do not indicate or imply that the device or element being referred to must have a specific orientation, be configured and operated in a specific orientation, and therefore should not be construed as limiting the present invention.
Furthermore, the terms "first," "second," and the like, are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include at least one such feature. In the description of the present invention, the meaning of "plurality" means at least two, for example, two, three, etc., unless specifically defined otherwise.
In the present invention, unless explicitly specified and limited otherwise, the terms "mounted," "connected," "secured," and the like are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; either directly or indirectly, through intermediaries, or both, may be in communication with each other or in interaction with each other, unless expressly defined otherwise. The specific meaning of the above terms in the present invention can be understood by those of ordinary skill in the art according to the specific circumstances.
In the present invention, unless expressly stated or limited otherwise, a first feature "up" or "down" a second feature may be the first and second features in direct contact, or the first and second features in indirect contact via an intervening medium. Moreover, a first feature being "above," "over" and "on" a second feature may be a first feature being directly above or obliquely above the second feature, or simply indicating that the first feature is level higher than the second feature. The first feature being "under", "below" and "beneath" the second feature may be the first feature being directly under or obliquely below the second feature, or simply indicating that the first feature is less level than the second feature.
In the description of the present specification, a description referring to terms "one embodiment," "some embodiments," "examples," "specific examples," or "some examples," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the present invention. In this specification, schematic representations of the above terms are not necessarily directed to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, the different embodiments or examples described in this specification and the features of the different embodiments or examples may be combined and combined by those skilled in the art without contradiction.
While embodiments of the present invention have been shown and described above, it will be understood that the above embodiments are illustrative and not to be construed as limiting the invention, and that variations, modifications, alternatives and variations may be made to the above embodiments by one of ordinary skill in the art within the scope of the invention.

Claims (9)

1. An in-line engine variable intake rotary intake and exhaust system, comprising: a casing (1), an air inlet mechanism (2), an exhaust mechanism (3), a variable air inlet mechanism (4), an air inlet timing sprocket (5), an exhaust timing sprocket (6), a rotary power mechanism (7), a side casing cover (8), a timing sprocket side cover (9) and a plurality of spark plugs (10);
The variable air intake mechanism (4) is installed in the air intake mechanism (2), the air intake mechanism (2) and the exhaust mechanism (3) are arranged in the shell (1) side by side, the air intake timing sprocket (5) and the exhaust timing sprocket (6) are sleeved on one end of the air intake mechanism (2) and one end of the exhaust mechanism (3) in a one-to-one correspondence mode, the air intake timing sprocket (5) and the exhaust timing sprocket (6) are all arranged in the shell (1), the rotary power mechanism (7) is installed at one end, far away from the air intake timing sprocket (5) and the exhaust timing sprocket (6), of the shell (1) and is connected with the variable air intake mechanism (4), the side surface (8) is covered on the rotary power mechanism (7), the timing sprocket (9) is installed at one end, close to the air intake timing sprocket (5) and the exhaust timing sprocket (6), of the shell (1) is penetrated by the spark plug (10) axially.
2. An in-line engine variable intake and exhaust system according to claim 1, characterized in that the casing (1) includes: a housing main body (101), a sprocket housing cover (102), an exhaust gas pipe (103), at least one combustion chamber (104), a plurality of ignition plug mounting holes (105), at least one intake hole (106), at least one exhaust hole (107), an intake mechanism mounting hole (108), and an exhaust mechanism mounting hole (109);
The air inlet mechanism mounting holes (108) and the air outlet mechanism mounting holes (109) are arranged side by side and penetrate through the shell main body (101) from front to back, the air inlet holes (106) and the air outlet holes (107) are arranged at the left end and the right end of the shell main body (101) in a one-to-one correspondence mode, the air inlet mechanism mounting holes (108) and the air outlet mechanism mounting holes (109) are communicated with the air inlet holes (106) and the air outlet holes (107) in a one-to-one correspondence mode, the combustion chamber (104) is arranged at the top end of the shell main body (101) and communicated with the air inlet mechanism mounting holes (108) and the air outlet mechanism mounting holes (109), the spark plug mounting holes (105) are through holes penetrating through the shell main body (101) in an axial mode and communicated with the combustion chamber (104), the sprocket wheel (102) is in a top end opening mode, one end, far away from the shell main body (101), of the sprocket (102) is provided with a through hole covered by the timing sprocket side cover (9), the sprocket (108) and the sprocket (103) are communicated with the tubular side wall (102), the number of the combustion chambers (104) is the same as the number of the air inlet holes (106) and the air outlet holes (107);
The air inlet mechanism (2) and the air outlet mechanism (3) are arranged in the air inlet mechanism mounting holes (108) and the air outlet mechanism mounting holes (109) in a one-to-one correspondence mode, the air inlet timing sprocket (5) and the air outlet timing sprocket (6) are arranged in the sprocket shell cover (102), and a plurality of spark plugs (10) are arranged in a plurality of spark plug mounting holes (105) in a one-to-one correspondence mode.
3. The variable air intake and exhaust system of an in-line engine according to claim 2, wherein the air intake mechanism (2) comprises an air intake mosaic tube (21) and an air intake rotary tube (22), the air intake mosaic tube (21) is sleeved on the air intake rotary tube (22), the air intake mosaic tube (21) is a tubular structure with at least one mosaic tube moon-shaped air intake hole (211) and at least one mosaic tube square air intake hole (212) arranged on the side wall, the air intake rotary tube (22) is a tubular structure with one end closed, and at least one rotary tube air intake hole (221) arranged on the side wall, the mosaic tube moon-shaped air intake hole (211), the mosaic tube square air intake hole (212) and the rotary tube (221) are all through holes, and the air intake timing sprocket (5) is sleeved on the closed end of the air intake rotary tube (22).
4. A variable intake rotary intake and exhaust system of an in-line engine according to claim 3, wherein the position of the mosaic tube moon-shaped intake hole (211) on the intake mosaic tube (21) corresponds to the position of the combustion chamber (104) on the casing main body (101), and when the number of the combustion chambers (104) is plural, plural rotation tube intake holes (221) are axially wound around the intake rotation tube (22).
5. A variable intake rotary intake and exhaust system of an in-line engine according to claim 3, characterized in that the variable intake mechanism (4) comprises an air baffle plate (41) and a rotary connector (42), the air baffle plate (41) is an arc-shaped strip structure arranged in the intake rotary pipe (22);
when the number of the combustion chambers (104) is one, the number of the rotating connecting pieces (42) is one, and two ends of the rotating connecting pieces (42) are correspondingly connected with the air baffle plate (41) and the rotating power mechanism (7) one by one;
when the number of the combustion chambers (104) is multiple, the number of the rotation connecting pieces (42) is two, the two rotation connecting pieces (42) are arranged at two ends of the air baffle plate (41) in one-to-one correspondence, and the rotation connecting pieces (42) far away from the air inlet timing chain wheel (5) are connected with the rotation power mechanism (7).
6. The variable intake and exhaust system of an in-line engine according to claim 5, wherein when the number of the combustion chambers (104) is four, the variable intake mechanism (4) further includes a partition plate (43) for partitioning the intake rotary pipe (22) into two chambers that are not communicated with each other, and when the number of the combustion chambers (104) is five or six, the variable intake mechanism (4) further includes two partition plates (43) for partitioning the intake rotary pipe (22) into three chambers that are not communicated with each other, the partition plates (43) are mounted on the air blocking plate (41) and are rotatably connected to the inner wall of the intake rotary pipe (22).
7. An in-line engine variable intake and exhaust system according to claim 5, characterized in that the rotary power mechanism (7) includes: a rotary pipe side cover (71), a connecting shaft (72), a variable valve motor (73), motor driving teeth (74) and a moon gear (75);
the rotary tube side cover (71) is of a plate-shaped structure which is arranged at one end of the casing body (101) away from the air inlet timing sprocket (5) and one end of the air outlet timing sprocket (6), the connecting shaft (72) penetrates through the rotary tube side cover (71), the rotary connecting pieces (42) and the moon-shaped gears (75) are connected at two ends in a one-to-one correspondence mode, the variable valve motor (73) is arranged at one end of the rotary tube side cover (71) away from the casing body (101), an output shaft is coaxially connected with the motor driving teeth (74), the motor driving teeth (74) are meshed with the moon-shaped gears (75), and the connecting shaft (72), the variable valve motor (73), the motor driving teeth (74) and the moon-shaped gears (75) are all covered in the side casing cover (8).
8. The variable air intake and exhaust system of an in-line engine according to claim 2, wherein the exhaust mechanism (3) comprises an exhaust mosaic tube (31) and an exhaust rotation tube (32), the exhaust mosaic tube (31) is sleeved on the exhaust rotation tube (32), the exhaust mosaic tube (31) is a tubular structure with at least one mosaic tube moon-shaped exhaust hole (311) and at least one mosaic tube square exhaust hole (312) on the side wall, at least one rotation tube exhaust hole (321) is arranged on the side wall of the exhaust rotation tube (32), and the mosaic tube moon-shaped exhaust hole (311), the mosaic tube square exhaust hole (312) and the rotation tube exhaust hole (321) are all through holes;
when the number of the combustion chambers (104) is one, the exhaust rotary pipe (32) is of a tubular structure with one closed end; when the number of the combustion chambers (104) is two, the exhaust rotary pipe (32) is of a tubular structure with two ends closed; when the number of the combustion chambers (104) is four, the exhaust rotary pipe (32) is a tubular structure with two closed ends and divided into two air passages which are not communicated with each other; when the number of the combustion chambers (104) is five, the exhaust rotary pipe (32) is of a tubular structure with one end closed and divided into three mutually non-communicated air passages; when the number of the combustion chambers (104) is six, the exhaust rotary pipe (32) is a tubular structure with two closed ends and divided into three air passages which are not communicated with each other; the exhaust timing chain wheel (6) is sleeved at one end of the exhaust rotary pipe (32) far away from the rotary power mechanism (7).
9. The variable intake rotary intake and exhaust system of an in-line engine according to claim 8, wherein the position of the mosaic tube moon-shaped exhaust hole (311) on the exhaust mosaic tube (31) corresponds to the position of the combustion chamber (104) on the casing main body (101), and when the number of the combustion chambers (104) is plural, plural rotation tube exhaust holes (321) are axially wound around the exhaust rotation tube (32).
CN202311761434.9A 2023-12-20 2023-12-20 Variable air inlet rotary air inlet and exhaust system of in-line engine Pending CN117685075A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202311761434.9A CN117685075A (en) 2023-12-20 2023-12-20 Variable air inlet rotary air inlet and exhaust system of in-line engine

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN202311761434.9A CN117685075A (en) 2023-12-20 2023-12-20 Variable air inlet rotary air inlet and exhaust system of in-line engine

Publications (1)

Publication Number Publication Date
CN117685075A true CN117685075A (en) 2024-03-12

Family

ID=90128218

Family Applications (1)

Application Number Title Priority Date Filing Date
CN202311761434.9A Pending CN117685075A (en) 2023-12-20 2023-12-20 Variable air inlet rotary air inlet and exhaust system of in-line engine

Country Status (1)

Country Link
CN (1) CN117685075A (en)

Similar Documents

Publication Publication Date Title
CN101600876B (en) Cylinder head for internal combustion engine
CN101175911B (en) Two-cycle engine
US6769384B2 (en) Radial internal combustion engine with floating balanced piston
JP2005515344A (en) Internal combustion engine
US4170978A (en) Rotary engine
US20090133255A1 (en) Passage control device
JP3831254B2 (en) Rotating piston engine
CN117685075A (en) Variable air inlet rotary air inlet and exhaust system of in-line engine
JPS5842859A (en) Clutch mechanism of internal-combustion engine having plural power sources
CN117569885A (en) Rotary air inlet and outlet system of in-line engine
US20040016414A1 (en) Engine
CN102996236B (en) Torus sample cylinder ring turns piston engine
CN111425307B (en) Linkage type multi-cylinder electronic throttle valve assembly
WO2014010792A1 (en) Structure of rotary internal combustion engine
CN221195197U (en) Transmission system, miniature in-line six-cylinder engine and model car
CN111706428B (en) Rotary piston type engine
CN2727412Y (en) Rotary two-stroke engine with multi combustion chambers
CN211038824U (en) Birotor same-stroke internal combustion engine
CN212154956U (en) Single-motor driven multi-cylinder electronic throttle valve assembly
CN212563456U (en) Butt-mounted horizontal opposition engine
JP4671923B2 (en) Internal combustion engine camshaft structure
CN117569884A (en) Rotary air intake and exhaust device for engine pipe fitting
KR100205715B1 (en) Super charger for an automotive engine
KR100191603B1 (en) The whole type intake and exhaust gas multi-cylinders for an automotive engine
CN115306547A (en) Double-cylinder opposed high-power-ratio multifunctional four-stroke engine

Legal Events

Date Code Title Description
PB01 Publication
PB01 Publication