JP2004301112A

JP2004301112A - Method for taking actual expanding stroke during expansion stroke longer in terms of stroke than in actual compressing stroke during compression stroke and countermeasure against tool long stroke, and direct injection 4-cycle gasoline engine performing opening/closing at low/high engine speed or at low/high load, and opening/closing of passage from valve in relation to size and number of valves

Info

Publication number: JP2004301112A
Application number: JP2003141197A
Authority: JP
Inventors: Osamu Nakada; 治中田
Original assignee: Individual
Current assignee: Individual
Priority date: 2003-03-30
Filing date: 2003-03-30
Publication date: 2004-10-28

Abstract

<P>PROBLEM TO BE SOLVED: To obtain a method for changing an actual air (atmospheric air) quantity in a cylinder at low/high explosion rotation speed of an engine a, or at low/high load relative to resistance to the rotation during compression stroke of the engine a. <P>SOLUTION: The size of a valve d is set smaller than that of a valve b. The valves d, e are opened/closed depending on whether the rotation speed is low or high, or the resistance is low or high. A passage (pipe) from the valve d to a valve e is opened/closed, and a lifting amount of the valves d, e is decreased/increased. When the number of the valve b is set at 2 and the number of the valve d is set at 1, ratio can be varied as in 1:1 or 2:1. Furthermore, one of two intake pipes is opened/closed. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

【０００１】
【発明の属する技術分野】
本発明は、｛（筒内噴射４サイクルガソリンエンジンの、圧縮工程の時、本当に圧縮する工程よりも、膨張工程の時、本当に膨張する工程の方を、ストロークで言うならば長く取る方法と、長く取り過ぎた時の対策（平成９年特許願第３４１８５５号）。〕のエンジン。｝の、弁の大きさと数と、低回転時、高回転時、又は、低負荷時、高負荷時の開閉と、該弁からの（への）通路（管）の開閉と、該弁のリフト量に関する〔以後、（平成９年特許願第３４１８５５号）のエンジンを、エンジンａ、とする。〕。
【０００２】
【従来の技術】
従来のエンジンａにおいては、圧縮工程の時、下死点で開き上死点の少し手前の間で閉じる弁と、圧縮工程の時、下死点で開き上死点の少し手前の間で閉じる弁を、圧縮工程の時に開け過ぎた時の対策として、膨張工程の時、膨張し過ぎて回転の抵抗になる（ピストンが下降して気圧が１以下になり、クランク・シャフトを回転させる事の抵抗になる事。）前に開き下死点で閉じる弁の、吸気弁に対しての、大きさと数と、低回転時、高回転時、又は、低負荷時、高負荷時の開閉と、該弁からの（への）通路の開閉をして、適切な燃料消費とパワーの抽出の考えは無かった（以後、エンジンａの吸気弁は、弁ｂ、であり、排気弁は、弁ｃ、であり、圧縮工程の時、下死点で開き上死点の少し手前の間で閉じる弁は、弁ｄ、であり、圧縮工程の時、下死点で開き上死点の少し手前の間で閉じる弁を、圧縮工程の時に開け過ぎた時の対策として、膨張工程の時、膨張し過ぎて回転の抵抗になる前に開き下死点で閉じる弁は、弁ｅである。）。
【０００３】
【発明が解決しようとする課題】
本発明は、圧縮工程の時、エンジンａの、低回転時、高回転時、又は、低負荷時、高負荷時に、シリンダーの中（筒内）にある、本当の空気（大気）の量を変える事を目的としており、それに因って、低回転時には、燃焼効率重視、高回転時には、パワー重視、又は、低負荷時には、燃焼効率重視、高負荷時には、パワー重視の、エンジンａを得る事を目的としている。
【０００４】
【課題を解決するための手段】
上記目的を達成する為に、本発明のエンジンａにおいては、弁ｂに対して、弁ｄの大きさを、小さくする。
【０００５】
また、弁ｂの数２に対して、弁ｄの数を、１にする。
【０００６】
また、弁ｄを、エンジンの爆発回転数が、低回転時には開き、高回転時には開けない。
【０００７】
そして、弁ｄを、エンジンの爆発回転に対しての抵抗が、低負荷時には開き、高負荷時には開けない。
【０００８】
また、弁ｅを、エンジンの爆発回転数が、低回転時には開き、高回転時には開けない。
【０００９】
さらに、弁ｅを、エンジンの爆発回転に対しての抵抗が、低負荷時には開き、高負荷時には開けない。
【００１０】
また、弁ｄからの通路を、エンジンの爆発回転数が、低回転時には開き、高回転時には閉じる。
【００１１】
また、弁ｄからの通路を、エンジンの爆発回転に対しての抵抗が、低負荷時には開き、高負荷時には閉じる。
【００１２】
そして、弁ｅへの通路を、エンジンの爆発回転数が、低回転時には開き、高回転時には閉じる。
【００１３】
また、弁ｅへの通路を、エンジンの爆発回転に対しての抵抗が、低負荷時には開き、高負荷時には閉じる。
【００１４】
そして、弁ｄのリフト量を、エンジンの爆発回転数が、低回転時には高くし、高回転時には低くする。
【００１５】
また、弁ｄのリフト量を、エンジンの爆発回転に対しての抵抗が、低負荷時には高くし、高負荷時には低くする。
【００１６】
さらに、弁ｅのリフト量を、エンジンの爆発回転数が、低回転時には高くし、高回転時には低くする。
【００１７】
また、弁ｅのリフト量を、エンジンの爆発回転に対しての抵抗が、低負荷時には高くし、高負荷時には低くする。
【００１８】
また、弁ｂの数２に対して、弁ｄの数１にした時、エンジンの爆発回転数が、低回転時には、１：１にし、高回転時には、２：１にする。
【００１９】
そして、弁ｂの数２に対して、弁ｄの数１にした時、エンジンの爆発回転に対しての抵抗が、低負荷時には、１：１にし、高負荷時には、２：１にする。
【００２０】
また、弁ｂの数２に対して、弁ｄの数１にした時、２つある弁ｂへの通路を、エンジンの爆発回転数が、低回転時には片方を閉じ、高回転時には両方を開ける。
【００２１】
さらに、弁ｂの数２に対して、弁ｄの数１にした時、２つある弁ｂへの通路を、エンジンの爆発回転に対しての抵抗が、低負荷時には片方を閉じ、高負荷時には両方を開ける。
【００２２】
【作用】
上記の様に構成されたエンジンａでは、弁ｂに対して、弁ｄの大きさを小さくする事に因り、圧縮工程の時、空気は、低回転時には弁ｄから排気され、高回転時には弁ｄからの排気に付いていけなくなり、それに因ってシリンダーの中にある本当の空気の量を、高回転時に少なくなるのを防ぎ易くなる（シリンダーの中にある本当の空気の量が、低回転時よりも高回転時の方が多くなる。）。
【００２３】
また、弁ｂの数２に対して、弁ｄの数を１にする事に因り、吸気工程の時、空気は、低回転時には弁ｂから吸気され、高回転時には弁ｂからの吸気に付いていけなくなる事が少なくなり、それに因って、シリンダーの中にある本当の空気量を、高回転時に少なくなるのを防ぎ易くなり、かつ、多くなる。
【００２４】
そして、弁ｄを、エンジンの爆発回転数が、低回転時には開き、高回転時には開けない事に因り、シリンダーの中にある本当の空気の量が、低回転時よりも高回転時の方が多くなる。
【００２５】
また、弁ｄを、エンジンの爆発回転に対しての抵抗が、低負荷時には開き、高負荷時には開けない事に因り、シリンダーの中にある本当の空気の量が、低負荷時よりも高負荷時の方が多くなる。
【００２６】
さらに、弁ｅを、エンジンの爆発回転数が、低回転時には開き、高回転時には開けない事に因り弁ｄに、請求項１，２，３，７，１１，１５，１７の形態を取らせる、又は、動きを取らせても、該弁ｅを使用する場合は、スムーズに工程が行える。
【００２７】
また、弁ｅを、エンジンの爆発回転に対しての抵抗が、低負荷時には開き、高負荷時には開けない事に因り、弁ｄに、請求項４，８，１２，１６，１８の動きを取らせても、該弁ｅを使用する場合は、スムーズに工程が行える。
【００２８】
そして、弁ｄからの通路を、エンジンの爆発回転数が、低回転時には開き、高回転時には閉じる事に因り、シリンダーの中にある本当の空気の量が、低回転時よりも高回転時の方が多くなる。
【００２９】
また、弁ｄからの通路を、エンジンの爆発回転に対しての抵抗が、低負荷時には開き、高負荷時には閉じる事に因り、シリンダーの中にある本当の空気の量が、低負荷時よりも高負荷時の方が多くなる。
【００３０】
そして、弁ｅへの通路を、エンジンの爆発回転数が、低回転時には開き、高回転時には閉じる事により、弁ｄに、請求項１，２，３，７，１１，１５，１７の形態を取らせる、又は、動きを取らせても、該弁ｅを使用する場合は、スムーズに工程が行える。
【００３１】
また、弁ｅへの通路を、エンジンの爆発回転に対しての抵抗が、低負荷時には開き、高負荷時には閉じる事に因り、弁ｄに、請求項４，８，１２，１６，１８の動きを取らせても、該弁ｅを使用する場合は、スムーズに工程が行える。
【００３２】
また、弁ｄのリフト量を、エンジンの爆発回転数が、低回転時には高くし、高回転時には低くする事に因り、シリンダーの中にある本当の空気の量が、低回転時よりも高回転時の方が多くなる。
【００３３】
また、弁ｄのリフト量を、エンジンの爆発回転に対しての抵抗が、低負荷時には高くし、高負荷時には低くする事に因り、シリンダーの中にある本当の空気の量が、低負荷時よりも高負荷時の方が多くなる。
【００３４】
さらに、弁ｅのリフト量を、エンジンの爆発回転数が、低回転時には高くし、高回転時には低くする事に因り、弁ｄに、請求項１，２，３，７，１１，１５，１７の形態を取らせる、又は、動きを取らせても、該弁ｅを使用する場合は、スムーズに工程が行える。
【００３５】
また、弁ｅのリフト量を、エンジンの爆発回転に対しての抵抗が、低負荷時には高くし、高負荷時には低くする事に因り、弁ｄに、請求項４，８，１２，１６，１８の動きを取らせても、該弁ｅを使用する場合は、スムーズに工程が行える。
【００３６】
そして、弁ｂの数２に対して、弁ｄの数１にした時、エンジンの爆発回転数が、低回転時には、１：１にし、高回転時には、２：１にする事に因り、シリンダーの中にある本当の空気の量が、低回転時よりも高回転時の方が多くなる。
【００３７】
また、弁ｂの数２に対して、弁ｄの数１にした時、エンジンの爆発回転に対しての抵抗が、低負荷時には、１：１にし、高負荷時には、２：１にする事に因り、シリンダーの中にある本当の空気の量が、低負荷時よりも高負荷時の方が多くなる。
【００３８】
また、弁ｂの数２に対して、弁ｄの数１にした時、２つある弁ｂへの通路を、エンジンの爆発回転数が、低回転時には片方を閉じ、高回転時には両方を開ける事に因り、シリンダーの中にある本当の空気の量が、低回転時よりも高回転時の方が多くなる。
【００３９】
さらに、弁ｂの数２に対して、弁ｄの数１にした時、２つある弁ｂへの通路を、エンジンの爆発回転に対しての抵抗が、低負荷時には片方を閉じ、高負荷時には両方を開ける事に因り、シリンダーの中にある本当の空気の量が、低負荷時よりも高負荷時の方が多くなる。
【００４０】
【発明の実施の形態】
発明の実施の形態を実施例にもとづき図面を参照して説明する。
図１においては、弁ｂに対して、弁ｄの大きさを、小さくした事を示す、エンジンａの、横断面図である。
【００４１】
図２に示される実施例では、弁ｂの数２に対して、弁ｄの数１にした事を示す、エンジンａの、横断面図である。
【００４２】
図３に示される実施例では、図４，図５，図６，図７の縦断面図を示す為の横断面図であり、弁ｂと弁ｃと弁ｄの配置を示す、エンジンａの図である。
【００４３】
図４，図５に示される実施例では、図３を断面Ａ−Ａの方向から見たと仮定した、圧縮工程の時の縦断面図であり、図４，図５は、
図４圧縮工程（低回転時）
弁ｂと弁ｃは閉じ、弁ｄは開いている。
図５圧縮工程（高回転時）
弁ｂと弁ｃと弁ｄは閉じている。
を示す図である。
【００４４】
図６，図７に示される実施例では、図３を断面Ａ−Ａの方向から見たと仮定した、圧縮工程の時の縦断面図であり、図６，図７は、
図６圧縮工程（低負荷時）
弁ｂと弁ｃは閉じ、弁ｄは開いている。
図７圧縮工程（高負荷時）
弁ｂと弁ｃと弁ｄは閉じている。
を示す図である。
【００４５】
図８に示される実施例では、図９，図１０，図１１，図１２の縦断面図を示す為の横断面図であり、弁ｂと弁ｃと弁ｄと弁ｅの配置を示す、エンジンａの図である。
【００４６】
図９，図１０に示される実施例では、図８を断面Ｂ−Ｂの方向から見たと仮定した、膨張工程の時の縦断面図であり、図９，図１０は、
図９膨張工程（低回転時）
弁ｂと弁ｃと弁ｄは閉じ、弁ｅは開いている。
図１０膨張工程（高回転時）
弁ｂと弁ｃと弁ｄと弁ｅは閉じている。
を示す図である。
【００４７】
図１１，図１２に示される実施例では、図８を断面Ｂ−Ｂの方向から見たと仮定した、膨張工程の時の縦断面図であり、図１１，図１２は、
図１１膨張工程（低負荷時）
弁ｂと弁ｃと弁ｄは閉じ、弁ｅは開いている。
図１２膨張工程（高負荷時）
弁ｂと弁ｃと弁ｄと弁ｅは閉じている。
を示す図である。
【００４８】
図１３に示される実施例では、図１４，図１５，図１６，図１７，図１８，図１９，図２０，図２１の縦断面図を示す為の横断面図であり、弁ｂと弁ｃと弁ｄと弁ｅの配置と、弁ｄからと弁ｅへの通路に、開閉装置〔４サイクルガソリンエンジン、６サイクルガソリンエンジン（平成２年特許願第４１７９６４号）に、ピストンバルブ、ロータリーバルブ（平成３年特許願第３５６１４５号）を使用した時の、混合気専用の通路と、何も無い空間からの通路と、空気専用の通路の開閉と、該開閉装置の型（平成７年特許願第９７３４６号）。〕を取り付けた事を示す、エンジンａの図である。
【００４９】
図１４，図１５に示される実施例では、図１３を断面Ｃ−Ｃの方向から見たと仮定した、圧縮工程の時の縦断面図であり、図１４，図１５は、
図１４圧縮工程（低回転時）
弁ｂと弁ｃは閉じ、弁ｄと弁ｄからの通路は開き、弁ｅは閉じている。
図１５圧縮工程（高回転時）
弁ｂと弁ｃは閉じ、弁ｄは開き、弁ｄからの通路と弁ｅは閉じている。
を示す図である。
【００５０】
図１６，図１７に示される実施例では、図１３を断面Ｃ−Ｃの方向から見たと仮定した、圧縮工程の時の縦断面図であり、図１６，図１７は、
図１６圧縮工程（低負荷時）
弁ｂと弁ｃは閉じ、弁ｄと弁ｄからの通路は開き、弁ｅは閉じている。
図１７圧縮工程（高負荷時）
弁ｂと弁ｃは閉じ、弁ｄは開き、弁ｄからの通路と弁ｅは閉じている。
を示す図である。
【００５１】
図１８，図１９に示される実施例では、図１３を断面Ｃ−Ｃの方向から見たと仮定した、膨張工程の時の縦断面図であり、図１８，図１９は、
図１８膨張工程（低回転時）
弁ｂと弁ｃと弁ｄは閉じ、弁ｅと弁ｅへの通路は開いている。
図１９膨張工程（高回転時）
弁ｂと弁ｃと弁ｄは閉じ、弁ｅは開き、弁ｅへの通路は閉じている。
を示す図である。
【００５２】
図２０，図２１に示される実施例では、図１３を断面Ｃ−Ｃの方向から見たと仮定した、圧縮工程の時の縦断面図であり、図２０，図２１は、
図２０膨張工程（低負荷時）
弁ｂと弁ｃと弁ｄは閉じ、弁ｅと弁ｅへの通路は開いている。
図２１膨張工程（高負荷時）
弁ｂと弁ｃと弁ｄは閉じ、弁ｅは開き、弁ｅへの通路は閉じている。
を示す図である。
【００５３】
図２２に示される実施例では、図２３，図２４，図２５，図２６，図２７，図２８、図２９，図３０の縦断面図を示す為の横断面図であり、弁ｂと弁ｃと弁ｄと弁ｅの配置を示す、エンジンａの図である。
【００５４】
図２３，図２４に示される実施例では、図２２を断面Ｄ−Ｄの方向から見たと仮定した、圧縮工程の時の縦断面図であり、図２３，図２４は、
図２３圧縮工程（低回転時）
弁ｂと弁ｃは閉じ、弁ｄは開き、弁ｅは閉じている（弁ｄのリフト量は、高回転時よりも高い。）。
図２４圧縮工程（高回転時）
弁ｂと弁ｃは閉じ、弁ｄは開き、弁ｅは閉じている（弁ｄのリフト量は、低回転時よりも低い。）。
を示す図である。
【００５５】
図２５，図２６に示される実施例では、図２２を断面Ｄ−Ｄの方向から見たと仮定した、圧縮工程の時の縦断面図であり、図２５，図２６は、
図２５圧縮工程（低負荷時）
弁ｂと弁ｃは閉じ、弁ｄは開き、弁ｅは閉じている（弁ｄのリフト量は、高負荷時よりも高い。）。
図２６圧縮工程（高負荷時）
弁ｂと弁ｃは閉じ、弁ｄは開き、弁ｅは閉じている（弁ｄのリフト量は、低負荷時よりも低い。）。
を示す図である。
【００５６】
図２７，図２８に示される実施例では、図２２を断面Ｄ−Ｄの方向から見たと仮定した、膨張工程の時の縦断面図であり、図２７，図２８は、
図２７膨張工程（低回転時）
弁ｂと弁ｃと弁ｄは閉じ、弁ｅは開いている（弁ｅのリフト量は、高回転時よりも高い。）。
図２８膨張工程（高回転時）
弁ｂと弁ｃと弁ｄは閉じ、弁ｅは開いている（弁ｅのリフト量は、低回転時よりも低い。）。
を示す図である。
【００５７】
図２９，図３０に示される実施例では、図２２を断面Ｄ−Ｄの方向から見たと仮定した、膨張工程の時の縦断面図であり、図２９，図３０は、
図２９膨張工程（低負荷時）
弁ｂと弁ｃと弁ｄは閉じ、弁ｅは開いている（弁ｅのリフト量は、高負荷時よりも高い。）。
図３０膨張工程（高負荷時）
弁ｂと弁ｃと弁ｄは閉じ、弁ｅは開いている（弁ｅのリフト量は、低負荷時よりも低い。）。
を示す図である。
【００５８】
図３１に示される実施例では、図３２，図３３の縦断面図を示す為の横断面図であり、２つの弁ｂと弁ｃと弁ｄの配置を示す、エンジンａの図である。
【００５９】
図３２，図３３に示される実施例では、図３１を断面Ｅ−Ｅの方向から見たと仮定した、吸気工程の時の縦断面図であり、図３２，図３３は、
図３２吸気工程（低回転時）
２つの弁ｂの片方は開き片方は閉じ、弁ｃと弁ｄは閉じている。
図３３吸気工程（高回転時）
２つの弁ｂの両方を開き、弁ｃと弁ｄは閉じている。
を示す図である。
【００６０】
図３４に示される実施例では、図３５，図３６の縦断面図を示す為の横断面図であり、２つの弁ｂと弁ｃと弁ｄと弁ｅの配置を示す、エンジンａの図である。
【００６１】
図３５，図３６に示される実施例では、図３４を断面Ｆ−Ｆの方向から見たと仮定した、吸気工程の時の縦断面図であり、図３５，図３６は、
図３５吸気工程（低負荷時）
２つの弁ｂの片方は開き片方は閉じ、弁ｃと弁ｄと弁ｅは閉じている。
図３６吸気工程（高負荷時）
２つの弁ｂの両方を開き、弁ｃと弁ｄと弁ｅは閉じている。
を示す図である。
【００６２】
図３７に示される実施例では、図３８，図３９，図４０，図４１の縦断面図を示す為の横断面図であり、２つの弁ｂと２つの弁ｂへの通路と、弁ｃと弁ｄの配置と、２つの弁ｂへの通路の片方に、開閉装置を取り付けた事を示す、エンジンａの図である。
【００６３】
図３８，図３９に示される実施例では、図３７を断面Ｇ−Ｇの方向から見たと仮定した、吸気工程の時の縦断面図であり、図３８，図３９は、
図３８吸気工程（低回転時）
２つの弁ｂは開き、２つの弁ｂへの通路の片方は開き片方は閉じ、弁ｃと弁ｄは閉じている。
図３９吸気工程（高回転時）
２つの弁ｂと２つの弁ｂへの通路は開き、弁ｃと弁ｄは閉じている。
を示す図である。
【００６４】
図４０，図４１に示される実施例では、図３７を断面Ｇ−Ｇの方向から見たと仮定した、吸気工程の時の縦断面図であり、図４０，図４１は、
図４０吸気工程（低負荷時）
２つの弁ｂは開き、２つの弁ｂへの通路の片方は開き片方は閉じ、弁ｃと弁ｄは閉じている。
図４１吸気工程（高負荷時）
２つの弁ｂと２つの弁ｂへの通路は開き、弁ｃと弁ｄは閉じている。
を示す図である。
【００６５】
【発明の効果】
本発明は、以上説明した様に構成されているので、以下に記載される様な効果を奏する。
【００６６】
弁ｂに対して、弁ｄの大きさを小さくする事に因り、シリンダーの中にある本当の空気の量が、低回転時よりも高回転時の方が多なり、それに因って、低回転時には燃焼効率重視、高回転時にはパワー重視の、エンジンａができる。
【００６７】
また、弁ｂの数２に対して、弁ｄの数１にする事に因り、シリンダーの中にある本当の空気の量が、低回転時よりも高回転時の方が多くなり、それに因って、低回転時には燃焼効率重視、高回転時にはパワー重視の、エンジンａができる。
【００６８】
そして、弁ｄを、エンジンの爆発回転数が、低回転時には開き、高回転時には開けない事に因り、シリンダーの中にある本当の空気の量が、低回転時よりも高回転時の方が多くなり、それに因って、低回転時には燃焼効率重視、高回転時にはパワー重視の、エンジンａができる。
【００６９】
また、弁ｄを、エンジンの爆発回転に対しての抵抗が、低負荷時には開き、高負荷時には開けない事に因り、シリンダーの中にある本当の空気の量が、低負荷時よりも高負荷時の方が多くなり、それに因って、低負荷時には燃焼効率重視、高負荷時にはパワー重視の、エンジンａができる。
【００７０】
また、弁ｅを、エンジンの爆発回転数が、低回転時には開き、高回転時には開けない事に因り、弁ｄに、請求項１，２，３，７，１１，１５，１７の形態を取らせる、又は、動きを取らせても、該弁ｅを使用する場合は、スムーズに工程が行える、エンジンａができる。
【００７１】
さらに、弁ｅを、エンジンの爆発回転に対しての抵抗が、低負荷時には開き、高負荷時には開けない事に因り、弁ｄに、請求項４，８，１２，１６，１８の動きを取らせても、該弁ｅを使用する場合は、スムーズに工程が行える、エンジンａができる。
【００７２】
また、弁ｄからの通路を、エンジンの爆発回転数が、低回転時には開き、高回転時には閉じる事に因り、シリンダーの中にある本当の空気の量が、低回転時よりも高回転時の方が多くなり、それに因って、低回転時には燃焼効率重視、高回転時には、パワー重視の、エンジンａができる。
【００７３】
また、弁ｄからの通路を、エンジンの爆発回転に対しての抵抗が、低負荷時には開き、高負荷時には閉じる事に因り、シリンダーの中にある本当の空気の量が、低負荷時よりも高負荷時の方が多くなり、それに因って、低負荷時には燃焼効率重視、高回転時には、パワー重視の、エンジンａができる。
【００７４】
そして、弁ｅへの通路を、エンジンの爆発回転数が、低回転時には開き、高回転時には閉じる事に因り、弁ｄに、請求項１，２，３，７，１１，１５，１７の形態を取らせる、又は、動きを取らせても、該弁ｅを使用する場合は、スムーズに工程が行える、エンジンａができる。
【００７５】
さらに、弁ｅへの通路を、エンジンの爆発回転に対しての抵抗が、低負荷時には開き、高負荷時には閉じる事に因り、弁ｄに、請求項４，８，１２，１６，１８の動きを取らせても、該弁ｅを使用する場合は、スムーズに工程が行える、エンジンａができる。
【００７６】
また、弁ｄのリフト量を、エンジンの爆発回転数が、低回転時には高くし、高回転時には低くする事に因り、シリンダーの中にある本当の空気の量が、低回転時よりも高回転時の方が多くなり、それに因って、低回転時には燃焼効率重視、高回転時にはパワー重視の、エンジンａができる。
【００７７】
そして、弁ｄのリフト量を、エンジンの爆発回転に対しての抵抗が、低負荷時には高くし、高負荷時には低くする事に因り、シリンダーの中にある本当の空気の量が、低負荷時よりも高負荷時の方が多くなり、それに因って、低負荷時には燃焼効率重視、高負荷時にはパワー重視の、エンジンａができる。
【００７８】
また、弁ｅのリフト量を、エンジンの爆発回転数が、低回転時には高くし、高回転時には低くする事に因り、弁ｄに、請求項１，２，３，７，１１，１５，１７の形態を取らせる、又は、動きを取らせても、該弁ｅを使用する場合は、スムーズに工程が行える、エンジンａができる。
【００７９】
さらに、弁ｅのリフト量を、エンジンの爆発回転数に対しての抵抗が、低負荷時には高くし、高負荷時には低くする事に因り、弁ｄに、請求項４，８，１２，１６，１８の動きを取らせても、該弁ｅを使用する場合は、スムーズに工程が行える、エンジンａができる。
【００８０】
そして、弁ｂの数２に対して、弁ｄの数１にした時、エンジンの爆発回転数が、低回転時には、１：１にし、高回転時には、２：１にする事に因り、シリンダーの中にある本当の空気の量が、低回転時よりも高回転時の方が多くなり、それに因って、低回転時には燃焼効率重視、高回転時にはパワー重視の、エンジンａができる。
【００８１】
また、弁ｂの数２に対して、弁ｄの数１にした時、エンジンの爆発回転に対しての抵抗が、低負荷時には、１：１にし、高負荷時には、２：１にする事に因り、シリンダーの中にある本当の空気の量が、低負荷時よりも高負荷時の方が多くなり、それに因って、低負荷時には燃焼効率重視、高負荷時にはパワー重視の、エンジンａができる。
【００８２】
そして、弁ｂの数２に対して、弁ｄの数１にした時、２つある弁ｂへの通路を、エンジンの爆発回転数が、低回転時には片方を閉じ、高回転時には両方を開ける事に因り、シリンダーの中にある本当の空気の量が、低回転時よりも高回転時の方が多くなり、それに因って、低回転時には燃焼効率重視、高回転時にはパワー重視の、エンジンａができる。
【００８３】
さらに、弁ｂの数２に対して、弁ｄの数１にした時、２つある弁ｂへの通路を、エンジンの爆発回転に対しての抵抗が、低負荷時には片方を閉じ、高負荷時には両方を開ける事に因り、シリンダーの中にある本当の空気の量が、低負荷時よりも高負荷時の方が多くなり、それに因って、低負荷時には燃焼効率重視、高負荷時にはパワー重視の、エンジンａができる。
【００８４】
以上述べた作用は、空気をシリンダーの中に吸気し、それを圧縮して燃料噴射をし、膨張工程の時にエネルギーを得るエンジン（４サイクルディーゼルエンジンなど。）にも、応用できる。
【００８５】
また、燃料と空気を混合してシリンダーの中に吸気し、それを圧縮して点火をし、膨張工程の時にエネルギーを得るエンジン（４サイクルガソリンエンジン、４サイクル天然ガスエンジンなど。）にも応用できるが、その場合は、弁ｂを、混合気の吸気弁と改める必要がある。
【００８６】
また、その場合は、弁ｄが排気した混合気をそのまま排気すると、燃料の無駄になるので、混合気の吸気管へ戻す〔４サイクルエンジン、６サイクルエンジン、８サイクルエンジン、１０サイクル以上のエンジンに、ピストンバルブ、ロータリーバルブを使用した時の、本当の圧縮比よりも本当の膨張比の方を大きく取る方法（平成９年特許願第３７０５０７号）。〕か、浄化して燃料タンク、又は、燃料と空気を気化させる装置（気化器）に還元する〔４サイクルエンジン、６サイクルエンジンに、ピストンバルブ、ロータリーバルブを使用した時の、混合気、又は、空気を、本当に圧縮する工程よりも、膨張する工程の方を、ストロークで言うならは長くとるエンジンと、該エンジンに対しての補助装置（平成８年特許願第１２８８９７号）。〕のが良い。
【００８７】
また、〔６ストローク以上の、１サイクルエンジン（特願２０００−１８５４７８）。〕の中の、１回の爆発で、２回以上の吸気工程と排気工程を行う、空気と燃料を混合してシリンダーの中に吸気し、それを圧縮して点火し、膨張工程の時にエネルギー（パワー、トルク）を得る、６ストローク以上の、１サイクルエンジン（ガソリンエンジン、天然ガスエンジンなど。）の、２回目以降の吸気工程も、弁ｅを兼用すれば、この作用は応用できる。
【００８８】
そして、６ストローク以上の、１サイクルエンジンの中の、１回の爆発で、２回以上の吸気工程と排気工程を行う、空気をシリンダーの中に吸気し、それを圧縮して燃料噴射、又は、燃料噴射と点火をし、膨張工程の時にエネルギーを得る、６ストローク以上の、１サイクルエンジン（ディーゼルエンジン、筒内噴射ガソリンエンジンなど。）の、２回目以降の吸気工程も、弁ｂ、又は、弁ｅ、又は、両方共を兼用すれば、この作用は応用できる。
【図面の簡単な説明】
【図１】弁ｂに対して、弁ｄの大きさを、小さくした事の実施例を示す、横断面図である。
【図２】弁ｂの数２に対して、弁ｄの数１にした事の実施例を示す、横断面図である。
【図３】図４，図５，図６，図７の縦断面図を示す為の、横断面図である。
【図４】圧縮工程の時の弁ｄの、開く、開かないの実施例を示す、縦断面図である（低回転時）。
【図５】圧縮工程の時の弁ｄの、開く、開かないの実施例を示す、縦断面図である（高回転時）。
【図６】圧縮工程の時の弁ｄの、開く、開かないの実施例を示す、縦断面図である（低負荷時）。
【図７】圧縮工程の時の弁ｄの、開く、開かないの実施例を示す、縦断面図である（高負荷時）。
【図８】図９，図１０，図１１，図１２の縦断面図を示す為の、横断面図である。
【図９】膨張工程の時の弁ｅの、開く、開かないの実施例を示す、縦断面図である（低回転時）。
【図１０】膨張工程の時の弁ｅの、開く、開かないの実施例を示す、縦断面図である（高回転時）。
【図１１】膨張工程の時の弁ｅの、開く、開かないの実施例を示す、縦断面図である（低負荷時）。
【図１２】膨張工程の時の弁ｅの、開く、開かないの実施例を示す、縦断面図である（高負荷時）。
【図１３】図１４，図１５，図１６，図１７，図１８，図１９，図２０，図２１の縦断面図を示す為の、横断面図である。
【図１４】圧縮工程の時、弁ｄからの通路の開閉の実施例を示す、縦断面図である（低回転時）。
【図１５】圧縮工程の時、弁ｄからの通路の開閉の実施例を示す、縦断面図である（高回転時）。
【図１６】圧縮工程の時、弁ｄからの通路の開閉の実施例を示す、縦断面図である（低負荷時）。
【図１７】圧縮工程の時、弁ｄからの通路の開閉の実施例を示す、縦断面図である（高負荷時）。
【図１８】膨張工程の時、弁ｅへの通路の開閉の実施例を示す、縦断面図である（低回転時）。
【図１９】膨張工程の時、弁ｅへの通路の開閉の実施例を示す、縦断面図である（高回転時）。
【図２０】膨張工程の時、弁ｅへの通路の開閉の実施例を示す、縦断面図である（低負荷時）。
【図２１】膨張工程の時、弁ｅへの通路の開閉の実施例を示す、縦断面図である（高負荷時）。
【図２２】図２３，図２４，図２５，図２６，図２７，図２８，図２９，図３０の縦断面図を示す為の、横断面図である。
【図２３】圧縮工程の時、弁ｄのリフト量の実施例を示す、縦断面図である（低回転時）。
【図２４】圧縮工程の時、弁ｄのリフト量の実施例を示す、縦断面図である（高回転時）。
【図２５】圧縮工程の時、弁ｄのリフト量の実施例を示す、縦断面図である（低負荷時）。
【図２６】圧縮工程の時、弁ｄのリフト量の実施例を示す、縦断面図である（高負荷時）。
【図２７】膨張工程の時、弁ｅのリフト量の実施例を示す、縦断面図である（低回転時）。
【図２８】膨張工程の時、弁ｅのリフト量の実施例を示す、縦断面図である（高回転時）。
【図２９】膨張工程の時、弁ｅのリフト量の実施例を示す、縦断面図である（低負荷時）。
【図３０】膨張工程の時、弁ｅのリフト量の実施例を示す、縦断面図である（高負荷時）。
【図３１】図３２，図３３の縦断面図を示す為の、横断面図である。
【図３２】吸気工程の時、２つある弁ｂの、開く、開かないの実施例を示す、縦断面図である（低回転時）。
【図３３】吸気工程の時、２つある弁ｂの、開く、開かないの実施例を示す、縦断面図である（高回転時）。
【図３４】図３５，図３６の縦断面図を示す為の、横断面図である。
【図３５】吸気工程の時、２つある弁ｂの、開く、開かないの実施例を示す、縦断面図である（低負荷時）。
【図３６】吸気工程の時、２つある弁ｂの、開く、開かないの実施例を示す、縦断面図である（高負荷時）。
【図３７】図３８，図３９，図４０，図４１の縦断面図を示す為の、横断面図である。
【図３８】吸気工程の時、２つの弁ｂへの通路の開閉の実施例を示す、縦断面図である（低回転時）。
【図３９】吸気工程の時、２つの弁ｂへの通路の開閉の実施例を示す、縦断面図である（高回転時）。
【図４０】吸気工程の時、２つの弁ｂへの通路の開閉の実施例を示す、縦断面図である（低負荷時）。
【図４１】吸気工程の時、２つの弁ｂへの通路の開閉の実施例を示す、縦断面図である（高負荷時）。
【符号の説明】
１吸気弁（弁ｂ）
２排気弁（弁ｃ）
３圧縮工程の時、下死点で開き上死点の少し手前の間で閉じる弁（弁ｄ）
４圧縮工程の時、下死点で開き上死点の少し手前の間で閉じる弁を、圧縮工程の時に開け過ぎた時の対策として、膨張工程の時、膨張し過ぎて回転の抵抗になる前に開き下死点で閉じる弁（弁ｅ）
５燃料噴射器
６プラク
７弁ｂへの通路（吸気管）
８弁ｃからの通路（排気管）
９弁ｄからの通路
１０弁ｅへの通路
１１ピストン
１２弁ｃと弁ｄ
１３燃料噴射器とプラグ
１４弁ｂと弁ｅ
１５開閉装置〔４サイクルガソリンエンジン、６サイクルガソリンエンジンに、ピストンバルブ、ロータリーバルブを使用した時の、混合気専用の通路と、何も無い空間からの通路と、空気専用の通路の開閉と、該開閉装置の型（平成７年特許願第９７３４６号）。〕
１６弁ｄと弁ｅ
１７２つの弁ｂ
エンジンａ〔筒内噴射４サイクルガソリンエンジンの、圧縮工程の時、本当に圧縮する工程よりも、膨張工程の時、本当に膨張する工程の方を、ストロークで言うならば長く取る方法と、長く取り過ぎた時の対策（平成９年特許願第３４１８５５号）。〕のエンジン。
弁ｂ吸気弁
弁ｃ排気弁
弁ｄ圧縮工程の時、下死点で開き上死点の少し手前の間で閉じる弁。
弁ｅ圧縮工程の時、下死点で開き上死点の少し手前の間で閉じる弁を、圧縮工程の時に開け過ぎた時の対策として、膨張工程の時、膨張し過ぎて回転の抵抗になる前に開き下死点で閉じる弁。
Ａ−Ａ断面
Ｂ−Ｂ断面
Ｃ−Ｃ断面
Ｄ−Ｄ断面
Ｅ−Ｅ断面
Ｆ−Ｆ断面[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a method of taking a longer stroke, in terms of stroke, of a step of truly expanding in an expansion step than a step of truly compressing a compression step of a direct injection 4-cycle gasoline engine in a compression step, Measures taken when taking too long (1997 Patent Application No. 341855).] The engine size and the number of valves and the time of low rotation, high rotation, low load, or high load Opening / closing, opening / closing of a passage (tube) from / to the valve, and lift amount of the valve [hereinafter, the engine of (1997 Patent Application No. 341855) is referred to as an engine a].
[0002]
[Prior art]
In the conventional engine a, the valve opens at the bottom dead center and closes just before the top dead center in the compression process, and opens at the bottom dead center and closes just before the top dead center in the compression process. As a countermeasure when the valve is opened too much during the compression process, the valve expands too much during the expansion process, causing a resistance to rotation. The size and number of the valve that opens before closing at the bottom dead center with respect to the intake valve, and opens and closes at low rotation, high rotation, or low load and high load, There was no idea of proper fuel consumption and power extraction by opening and closing the passage from (to) the valve (hereinafter, the intake valve of engine a is valve b, and the exhaust valve is valve c In the compression step, the valve that opens at the bottom dead center and closes a little before the top dead center is the valve d, The valve that opens at the bottom dead center and closes just before the top dead center is opened as a measure against over-opening during the compression process. The valve that closes at the point is valve e.).
[0003]
[Problems to be solved by the invention]
The present invention determines the amount of real air (atmosphere) in a cylinder (in a cylinder) at the time of a low rotation, a high rotation, or a low load and a high load of an engine a during a compression process. The purpose is to obtain an engine a that emphasizes combustion efficiency at low revolutions, emphasizes power at high revolutions, emphasizes combustion efficiency at low loads, and emphasizes power at high loads. It is an object.
[0004]
[Means for Solving the Problems]
In order to achieve the above object, in the engine a of the present invention, the size of the valve d is smaller than that of the valve b.
[0005]
Further, the number of valves d is set to 1 for the number 2 of valves b.
[0006]
In addition, the valve d is opened when the explosion speed of the engine is low, and cannot be opened when the speed is high.
[0007]
Then, the valve d is opened when the resistance against the explosion rotation of the engine is low, and cannot be opened when the load is high.
[0008]
Further, the valve e is opened when the explosion speed of the engine is low, and cannot be opened when the speed is high.
[0009]
Further, the valve e is opened when the load against the explosion rotation of the engine is low, and cannot be opened when the load is high.
[0010]
Further, the passage from the valve d is opened when the explosion speed of the engine is low, and closed when the engine is high.
[0011]
In addition, the passage from the valve d is opened when the load against the explosion rotation of the engine is low, and closed when the load is high.
[0012]
Then, the passage to the valve e is opened when the explosion rotation speed of the engine is low, and closed when the rotation speed is high.
[0013]
In addition, the passage to the valve e opens when the load against the explosion of the engine is low, and closes when the load is high.
[0014]
Then, the lift amount of the valve d is increased when the explosion speed of the engine is low, and is low when the engine speed is high.
[0015]
Further, the lift amount of the valve d is increased when the resistance to the explosion rotation of the engine is low, and is reduced when the load is high.
[0016]
Further, the lift amount of the valve e is increased when the explosion speed of the engine is low, and low when the engine speed is high.
[0017]
Further, the lift amount of the valve e is increased when the resistance to the explosion rotation of the engine is low and when the load is high.
[0018]
Also, when the number of valves d is set to 1 with respect to the number 2 of valves b, the explosion speed of the engine is set to 1: 1 at low rotation and 2: 1 at high rotation.
[0019]
When the number of the valve b is set to the number 1 of the valve b, the resistance to the explosion rotation of the engine is set to 1: 1 at a low load, and is set to 2: 1 at a high load.
[0020]
When the number of valves b is set to 1 and the number of valves d is set to 1, the two passages to the valve b are closed when the engine's explosion speed is low, and both are open when the engine is high. .
[0021]
Further, when the number of valves d is set to 1 with respect to the number of valves b, the two passages to the valve b are closed when the load against the explosion of the engine is low. Sometimes open both.
[0022]
[Action]
In the engine a configured as described above, by reducing the size of the valve d with respect to the valve b, during the compression process, air is exhausted from the valve d during low rotation, and the valve is discharged during high rotation. d, it is difficult to keep the amount of real air in the cylinder from decreasing during high revolutions (the amount of real air in the cylinder is low). It is more at high rotation than at rotation.)
[0023]
Also, due to setting the number of valves d to 1 with respect to the number 2 of valves b, at the time of the intake process, air is sucked from the valve b at low rotation and attached to the intake from valve b at high rotation. This makes it easier and more effective to prevent the real air volume in the cylinder from decreasing during high revolutions.
[0024]
The valve d opens when the engine's explosion speed is low and when it is not high, the actual amount of air in the cylinder is higher at high speed than at low speed. More.
[0025]
Also, since the resistance to the explosion rotation of the engine opens when the load is low and the valve d does not open when the load is high, the actual amount of air in the cylinder is higher than when the load is low. More time.
[0026]
Further, the valve e is opened when the engine's explosion rotational speed is low and not opened when the engine's explosion speed is high, so that the valve d takes the form of claims 1, 2, 3, 7, 11, 15, and 17. Alternatively, even when the valve e is used, the process can be performed smoothly when the valve e is used.
[0027]
In addition, the valve e is opened when the load against the explosion of the engine is low and when the load is low, and is not opened when the load is high, so that the valve d moves according to claims 4, 8, 12, 16, and 18. However, when the valve e is used, the process can be performed smoothly.
[0028]
Then, due to the fact that the passage from the valve d opens when the engine's explosion speed is low and closes when the engine is running at high speed, the amount of real air in the cylinder is higher when the engine is running at a higher speed than at a lower speed. More.
[0029]
Also, because the resistance from the engine to the explosion rotation of the valve d opens when the load is low and closes when the load is high, the actual amount of air in the cylinder is lower than when the load is low. High load is more.
[0030]
The passage to the valve e is opened when the explosion speed of the engine is low and closed when the engine is high, so that the valve d has the same structure as in claims 1, 2, 3, 7, 11, 15, and 17. Even if the valve e is used, the process can be performed smoothly when the valve e is used.
[0031]
In addition, the resistance to the explosion rotation of the engine is opened when the load is low and closed when the load is high, so that the passage to the valve e is closed when the load is high. When the valve e is used, the process can be performed smoothly.
[0032]
Also, the lift amount of the valve d is increased when the engine explosion speed is low and low when the engine speed is high, so that the true amount of air in the cylinder is higher than when the engine speed is low. More time.
[0033]
Also, the resistance of the valve d against the explosion rotation of the engine is increased when the load is low and low when the load is high, so that the actual amount of air in the cylinder is low when the load is low. It is more at high load than at high load.
[0034]
Further, the lift amount of the valve e is increased when the explosion rotational speed of the engine is low and low when the engine is high rotational speed. When the valve e is used, the process can be performed smoothly even if the valve e is used or the movement is taken.
[0035]
Further, the valve d is provided with a lift amount of the valve e by increasing the resistance to the explosion rotation of the engine when the load is low and by decreasing the resistance when the load is high. When the valve e is used, the process can be performed smoothly.
[0036]
When the number of valves d is set to 1 with respect to the number of valves b, the explosion rotation speed of the engine is set to 1: 1 at low rotation and 2: 1 at high rotation. The amount of real air inside is higher at high speeds than at low speeds.
[0037]
Also, when the number of the valve b is set to 1 and the number of the valve d is set to 1, the resistance to the explosion rotation of the engine is set to 1: 1 at a low load and 2: 1 at a high load. Due to this, the real amount of air in the cylinder is larger at high load than at low load.
[0038]
When the number of valves b is set to 1 and the number of valves d is set to 1, the two passages to the valve b are closed when the engine's explosion speed is low, and both are open when the engine is high. As a result, the actual amount of air in the cylinder is greater at high revolutions than at low revolutions.
[0039]
Further, when the number of valves d is set to 1 with respect to the number of valves b, the two passages to the valve b are closed when the load against the explosion of the engine is low. Sometimes due to opening both, the real air volume in the cylinder is higher at high load than at low load.
[0040]
BEST MODE FOR CARRYING OUT THE INVENTION
Embodiments of the present invention will be described based on examples with reference to the drawings.
FIG. 1 is a cross-sectional view of an engine a showing that a size of a valve d is reduced with respect to a valve b.
[0041]
FIG. 3 is a cross-sectional view of the engine a, showing that the number of valves d is changed to the number 1 of valves d in the embodiment shown in FIG. 2.
[0042]
In the embodiment shown in FIG. 3, it is a transverse sectional view for showing the longitudinal sectional views of FIGS. 4, 5, 6, and 7, and shows the arrangement of valves b, c, and d. FIG.
[0043]
4 and 5 are longitudinal sectional views at the time of a compression step, assuming that FIG. 3 is viewed from the direction of the section AA.
Figure 4 Compression process (at low rotation)
Valves b and c are closed and valve d is open.
Figure 5 Compression process (at high rotation)
Valves b, c and d are closed.
FIG.
[0044]
6 and 7 are longitudinal sectional views at the time of the compression process, assuming that FIG. 3 is viewed from the direction of the section AA.
Fig. 6 Compression process (at low load)
Valves b and c are closed and valve d is open.
Figure 7 Compression process (at high load)
Valves b, c and d are closed.
FIG.
[0045]
In the embodiment shown in FIG. 8, it is a transverse sectional view for showing the longitudinal sectional views of FIGS. 9, 10, 11, and 12, showing the arrangement of valves b, c, d and e. It is a figure of an engine a.
[0046]
9 and 10 are longitudinal cross-sectional views at the time of the expansion step, assuming that FIG. 8 is viewed from the direction of the cross section BB.
Figure 9 Expansion process (at low rotation)
Valves b, c and d are closed and valve e is open.
Figure 10 Expansion process (at high rotation)
The valves b, c, d and e are closed.
FIG.
[0047]
11 and 12 are longitudinal sectional views at the time of the expansion step, assuming that FIG. 8 is viewed from the direction of the section BB. FIGS.
Figure 11 Expansion process (at low load)
Valves b, c and d are closed and valve e is open.
Figure 12 Expansion process (at high load)
The valves b, c, d and e are closed.
FIG.
[0048]
In the embodiment shown in FIG. 13, FIG. 13 is a cross-sectional view showing a vertical cross-sectional view of FIGS. 14, 15, 16, 17, 18, 19, 20, and 21. The arrangement of c, valve d and valve e, the passage from valve d to valve e, the opening and closing device [4 cycle gasoline engine, 6 cycle gasoline engine (Japanese Patent Application No. 417964), piston valve, rotary When a valve (patent application No. 356145 in 1991) is used, a passage dedicated to air-fuel mixture, a passage from an empty space, and a passage dedicated to air are opened and closed. (Japanese Patent Application No. 97346). FIG. 2 is a view of the engine a, showing that the engine is mounted.
[0049]
14 and 15 are longitudinal sectional views at the time of the compression process assuming that FIG. 13 is viewed from the direction of the section CC, and FIG. 14 and FIG.
Figure 14 Compression process (at low rotation)
Valves b and c are closed, valves d and the passage from valve d are open, and valve e is closed.
Figure 15 Compression process (at high rotation)
Valves b and c are closed, valve d is open, and the passage from valve d and valve e are closed.
FIG.
[0050]
16 and 17 are longitudinal sectional views at the time of the compression step, assuming that FIG. 13 is viewed from the direction of the section CC, and FIG. 16 and FIG.
Figure 16 Compression process (at low load)
Valves b and c are closed, valves d and the passage from valve d are open, and valve e is closed.
Figure 17 Compression process (at high load)
Valves b and c are closed, valve d is open, and the passage from valve d and valve e are closed.
FIG.
[0051]
In the embodiment shown in FIGS. 18 and 19, it is assumed that FIG. 13 is viewed from the direction of the section CC, and is a longitudinal sectional view at the time of the expansion step.
Fig. 18 Expansion process (at low rotation)
Valves b, c, and d are closed, and valves e and the passage to valve e are open.
Figure 19 Expansion process (at high rotation)
Valves b, c and d are closed, valve e is open and the passage to valve e is closed.
FIG.
[0052]
20 and 21 are longitudinal sectional views at the time of a compression process, assuming that FIG. 13 is viewed from the direction of the section CC. FIGS.
Figure 20 Expansion process (at low load)
Valves b, c, and d are closed, and valves e and the passage to valve e are open.
Figure 21 Expansion process (at high load)
Valves b, c and d are closed, valve e is open and the passage to valve e is closed.
FIG.
[0053]
In the embodiment shown in FIG. 22, it is a cross-sectional view showing the vertical cross-sectional views of FIGS. 23, 24, 25, 26, 27, 28, 29, and 30. FIG. 2 is a view of an engine a showing an arrangement of a valve c, a valve d, and a valve e.
[0054]
23 and 24 are longitudinal sectional views at the time of the compression step, assuming that FIG. 22 is viewed from the direction of the section DD. FIG. 23 and FIG.
Figure 23 Compression process (at low rotation)
The valves b and c are closed, the valve d is open, and the valve e is closed (the lift amount of the valve d is higher than at the time of high rotation).
Figure 24 Compression process (at high rotation)
The valves b and c are closed, the valve d is open, and the valve e is closed (the lift amount of the valve d is lower than at the time of low rotation).
FIG.
[0055]
In the embodiment shown in FIGS. 25 and 26, it is assumed that FIG. 22 is viewed from the direction of the cross section DD, and is a longitudinal sectional view at the time of the compression process.
Figure 25 Compression process (at low load)
The valves b and c are closed, the valve d is open, and the valve e is closed (the lift amount of the valve d is higher than at the time of high load).
Figure 26 Compression process (at high load)
Valves b and c are closed, valve d is open, and valve e is closed (the lift of valve d is lower than at low load).
FIG.
[0056]
In the embodiment shown in FIGS. 27 and 28, it is assumed that FIG. 22 is viewed from the direction of the section DD, and is a longitudinal sectional view at the time of the expansion step.
Figure 27 Expansion process (at low rotation)
The valves b, c, and d are closed and the valve e is open (the lift amount of the valve e is higher than at the time of high rotation).
Figure 28 Expansion process (at high rotation)
The valves b, c and d are closed and the valve e is open (the lift of the valve e is lower than during low rotation).
FIG.
[0057]
29 and 30 are longitudinal sectional views at the time of the expansion step, assuming that FIG. 22 is viewed from the direction of the cross section DD.
Figure 29 Expansion process (at low load)
The valves b, c and d are closed and the valve e is open (the lift of the valve e is higher than at high load).
Figure 30 Expansion process (at high load)
Valves b, c and d are closed and valve e is open (the lift of valve e is lower than at low load).
FIG.
[0058]
In the embodiment shown in FIG. 31, it is a cross-sectional view for showing the vertical cross-sectional views of FIGS. 32 and 33, and is a view of the engine a showing the arrangement of two valves b, c and d.
[0059]
In the embodiment shown in FIGS. 32 and 33, it is assumed that FIG. 31 is viewed from the direction of the cross section EE, and is a longitudinal sectional view at the time of an intake process.
Figure 32 Intake process (at low rotation)
One of the two valves b is open and the other is closed, and the valves c and d are closed.
Figure 33 Intake process (at high rotation)
Both valves b are open, and valves c and d are closed.
FIG.
[0060]
In the embodiment shown in FIG. 34, it is a cross-sectional view for illustrating the vertical cross-sectional views of FIGS. 35 and 36, and is a view of the engine a showing the arrangement of two valves b, c, d, and e. It is.
[0061]
In the embodiment shown in FIGS. 35 and 36, it is assumed that FIG. 34 is viewed from the direction of the section FF, and is a longitudinal sectional view at the time of the intake process.
Figure 35 Intake process (at low load)
One of the two valves b is open and the other is closed, and the valves c, d, and e are closed.
Fig. 36 Intake process (at high load)
Both of the two valves b are open, and the valves c, d and e are closed.
FIG.
[0062]
In the embodiment shown in FIG. 37, it is a cross-sectional view for showing the vertical cross-sectional views of FIGS. 38, 39, 40, and 41, and shows two valves b, a passage to the two valves b, and a valve c. FIG. 3 is a view of the engine a, showing an arrangement of the valve d and an opening / closing device attached to one of the passages to the two valves b.
[0063]
38 and 39 are longitudinal sectional views at the time of the intake process, assuming that FIG. 37 is viewed from the direction of the section GG. FIG. 38 and FIG.
Fig. 38 Intake process (at low rotation)
Two valves b are open, one of the passages to the two valves b is open and one is closed, and valves c and d are closed.
Fig. 39 Intake process (at high rotation)
The two valves b and the passage to the two valves b are open and the valves c and d are closed.
FIG.
[0064]
In the embodiment shown in FIGS. 40 and 41, it is assumed that FIG. 37 is viewed from the direction of the section GG, and is a vertical sectional view at the time of the intake process.
Figure 40 Intake process (at low load)
Two valves b are open, one of the passages to the two valves b is open and one is closed, and valves c and d are closed.
Figure 41 Intake process (at high load)
The two valves b and the passage to the two valves b are open and the valves c and d are closed.
FIG.
[0065]
【The invention's effect】
The present invention is configured as described above, and has the following effects.
[0066]
By reducing the size of the valve d with respect to the valve b, the actual amount of air in the cylinder is larger at high rotations than at low rotations. An engine a can be created that emphasizes combustion efficiency during rotation and emphasizes power during high rotation.
[0067]
In addition, due to the fact that the number of valves d is 1 compared to the number 2 of valves b, the amount of real air in the cylinder is larger at high rotations than at low rotations. Thus, an engine a can be created that emphasizes combustion efficiency at low revolutions and emphasizes power at high revolutions.
[0068]
The valve d opens when the engine's explosion speed is low and when it is not high, the actual amount of air in the cylinder is higher at high speed than at low speed. As a result, an engine a can be created that emphasizes combustion efficiency at low revolutions and emphasizes power at high revolutions.
[0069]
Also, since the resistance to the explosion rotation of the engine opens when the load is low and the valve d does not open when the load is high, the actual amount of air in the cylinder is higher than when the load is low. As a result, the engine a can be designed to emphasize combustion efficiency at low load and emphasize power at high load.
[0070]
In addition, the valve e is opened when the explosion rotational speed of the engine is low and not opened when the engine is high, so that the valve d has the form of claims 1, 2, 3, 7, 11, 15, 17 and 17. When the valve e is used even if the valve e is moved or moved, the engine a can be performed so that the process can be performed smoothly.
[0071]
Further, the valve d is opened when the load against the explosion rotation of the engine is low and the load is not opened when the load is high, so that the valve d takes the actions of claims 4, 8, 12, 16, and 18. However, when the valve e is used, an engine a capable of performing a process smoothly can be obtained.
[0072]
Also, due to the fact that the passage from the valve d opens at low engine speeds and closes at high engine speeds, the true amount of air in the cylinder is higher at high engine speeds than at low engine speeds. Therefore, the engine a can be made that emphasizes combustion efficiency at low rotation speed and emphasizes power at high rotation speed.
[0073]
Also, because the resistance from the engine to the explosion rotation of the valve d opens when the load is low and closes when the load is high, the actual amount of air in the cylinder is lower than when the load is low. At high load, the engine a becomes more important at low load and combustion at high load, and power is high at high speed.
[0074]
Claims 1, 2, 3, 7, 11, 15, and 17 are provided for the valve d by opening the passage to the valve e when the explosion speed of the engine is low and when the engine is high. When the valve e is used even if the valve e is moved or moved, the engine a can be performed so that the process can be performed smoothly.
[0075]
The movement of claim 4, 8, 12, 12, 16, 18 due to the fact that the passage to the valve e opens when the load is low and closes when the load is high when the resistance to the explosion rotation of the engine is closed. When the valve e is used, the engine a can be smoothly operated.
[0076]
Also, the lift amount of the valve d is increased when the engine explosion speed is low and low when the engine speed is high, so that the true amount of air in the cylinder is higher than when the engine speed is low. The number of times increases, so that an engine a can be created that emphasizes combustion efficiency at low revolutions and emphasizes power at high revolutions.
[0077]
Then, the amount of lift of the valve d is increased when the load of the engine is low when the resistance to the explosion rotation of the engine is low and low when the load is high. The number of the engines a is higher at the time of a high load than that of the engine a.
[0078]
The lift amount of the valve e is increased when the engine explosion speed is low and low when the engine is high speed. When the valve e is used even if the valve e is taken or moved, the engine a that can perform the process smoothly can be obtained.
[0079]
Further, the valve d is provided with a lift amount of the valve e by increasing the resistance to the explosion rotational speed of the engine when the load is low and decreasing the lift amount when the load is high. When the valve e is used even if the movement of 18 is taken, an engine a that can perform the process smoothly can be obtained.
[0080]
When the number of valves d is set to 1 with respect to the number of valves b, the explosion rotation speed of the engine is set to 1: 1 at low rotation and 2: 1 at high rotation. The actual amount of air in the engine is higher at high rotations than at low rotations, which results in an engine a that emphasizes combustion efficiency at low rotations and emphasizes power at high rotations.
[0081]
Also, when the number of the valve b is set to 1 and the number of the valve d is set to 1, the resistance to the explosion rotation of the engine is set to 1: 1 at a low load and 2: 1 at a high load. Therefore, the actual amount of air in the cylinder is higher at high load than at low load, and accordingly, combustion efficiency is emphasized at low load and power is emphasized at high load. Can be.
[0082]
When the number of valves d is set to 1 with respect to the number of valves b, the two passages to the valve b are closed when the engine's explosion speed is low, and both are open when the engine is high. As a result, the actual amount of air in the cylinder is higher at high revolutions than at low revolutions, and as a result, combustion efficiency is emphasized at low revolutions and power is emphasized at high revolutions. a.
[0083]
Further, when the number of valves d is set to 1 with respect to the number of valves b, the two passages to the valve b are closed when the load against the explosion of the engine is low. Sometimes, due to opening both, the real air volume in the cylinder is higher at high load than at low load, which is why combustion efficiency is important at low load and power is high at high load. An engine a with emphasis is created.
[0084]
The above-described operation can also be applied to an engine (such as a four-cycle diesel engine) that draws air into a cylinder, compresses it, injects fuel, and obtains energy during the expansion process.
[0085]
It is also applied to engines (4 cycle gasoline engine, 4 cycle natural gas engine, etc.) that mix fuel and air, inhale into the cylinder, compress it, ignite it, and obtain energy during the expansion process. However, in that case, it is necessary to replace the valve b with an air-fuel mixture intake valve.
[0086]
In this case, if the air-fuel mixture exhausted by the valve d is exhausted as it is, fuel is wasted, and the fuel-air mixture is returned to the intake pipe [4 cycle engine, 6 cycle engine, 8 cycle engine, 10 cycle or more engine In addition, a method in which a real expansion ratio is made larger than a real compression ratio when a piston valve and a rotary valve are used (1997 Patent Application No. 370507). Or purifying it and returning it to a fuel tank or a device (vaporizer) for vaporizing fuel and air [air-fuel mixture when a piston valve or rotary valve is used in a 4-cycle engine or a 6-cycle engine, or An engine in which the process of expanding the air is longer than the process of truly compressing the air in terms of stroke, and an auxiliary device for the engine (1996 Patent Application No. 128897). Is good.
[0087]
Also, [a one-cycle engine of 6 strokes or more (Japanese Patent Application No. 2000-185478). ], One or more explosions perform two or more intake and exhaust processes. Mix air and fuel and inhale into the cylinder, compress and ignite it, and use energy during the expansion process. This function can be applied to the second and subsequent intake steps of a one-stroke engine (gasoline engine, natural gas engine, etc.) with six strokes or more that obtains (power, torque) if the valve e is also used.
[0088]
Then, for one explosion in a one-stroke engine of six strokes or more, two or more intake steps and exhaust steps are performed. Air is taken into a cylinder and compressed, and fuel is injected, or The second and subsequent intake strokes of a one-stroke engine (diesel engine, in-cylinder gasoline engine, etc.) of 6 strokes or more, which perform fuel injection and ignition to obtain energy at the time of the expansion stroke, also use valve b or , Valve e, or both, this function can be applied.
[Brief description of the drawings]
FIG. 1 is a cross-sectional view showing an embodiment in which the size of a valve d is made smaller than that of a valve b.
FIG. 2 is a cross-sectional view showing an embodiment in which the number of valves d is replaced by the number 1 of valves b.
FIG. 3 is a transverse sectional view showing the longitudinal sectional views of FIGS. 4, 5, 6, and 7;
FIG. 4 is a longitudinal sectional view showing an example of opening and non-opening of a valve d in a compression step (at low rotation).
FIG. 5 is a longitudinal sectional view showing an example of opening and non-opening of a valve d in a compression step (at high rotation).
FIG. 6 is a longitudinal sectional view showing an example of opening and non-opening of a valve d in a compression step (at a low load).
FIG. 7 is a longitudinal sectional view showing an example of opening and non-opening of a valve d in a compression step (at high load).
FIG. 8 is a transverse sectional view for showing the longitudinal sectional views of FIGS. 9, 10, 11, and 12;
FIG. 9 is a longitudinal sectional view showing an example of opening and non-opening of the valve e during the expansion step (at low rotation).
FIG. 10 is a longitudinal sectional view showing an embodiment of opening and non-opening of the valve e in the expansion step (at high rotation).
FIG. 11 is a longitudinal sectional view showing an example of opening and non-opening of the valve e in the expansion step (at a low load).
FIG. 12 is a longitudinal sectional view showing an example of opening and non-opening of the valve e in the expansion step (at high load).
FIG. 13 is a cross-sectional view for showing the vertical cross-sectional views of FIGS. 14, 15, 16, 17, 18, 19, 20, and 21.
FIG. 14 is a longitudinal sectional view showing an embodiment of opening and closing a passage from a valve d during a compression step (at low rotation).
FIG. 15 is a longitudinal sectional view showing an embodiment of opening and closing a passage from a valve d during a compression step (at high rotation).
FIG. 16 is a longitudinal sectional view showing an embodiment of opening and closing a passage from a valve d during a compression step (at a low load).
FIG. 17 is a longitudinal sectional view showing an embodiment of opening and closing a passage from a valve d during a compression step (at high load).
FIG. 18 is a longitudinal sectional view showing an embodiment of opening and closing a passage to a valve e during an expansion step (at low rotation).
FIG. 19 is a longitudinal sectional view showing an embodiment of opening and closing a passage to a valve e during an expansion step (at high rotation).
FIG. 20 is a longitudinal sectional view showing an embodiment of opening and closing a passage to a valve e during an expansion step (at low load).
FIG. 21 is a longitudinal sectional view showing an example of opening and closing a passage to a valve e during an expansion step (at high load).
FIG. 22 is a cross-sectional view showing a vertical cross-sectional view of FIGS. 23, 24, 25, 26, 27, 28, 29, and 30.
FIG. 23 is a longitudinal sectional view showing an example of the lift amount of the valve d during the compression step (at low rotation).
FIG. 24 is a longitudinal sectional view showing an example of the lift amount of the valve d during the compression step (at high rotation).
FIG. 25 is a longitudinal sectional view showing an example of the lift amount of the valve d in the compression step (at a low load).
FIG. 26 is a longitudinal sectional view showing an example of the lift amount of the valve d during the compression step (at high load).
FIG. 27 is a longitudinal sectional view showing an example of the lift amount of the valve e during the expansion step (at the time of low rotation).
FIG. 28 is a longitudinal sectional view showing an example of the lift amount of the valve e during the expansion step (at high rotation).
FIG. 29 is a longitudinal sectional view showing an example of the lift amount of the valve e during the expansion step (at a low load).
FIG. 30 is a longitudinal sectional view showing an example of the lift amount of the valve e during the expansion step (at high load).
FIG. 31 is a transverse sectional view showing the longitudinal sectional views of FIGS. 32 and 33.
FIG. 32 is a longitudinal sectional view showing an example of opening and non-opening of two valves b during an intake process (at low rotation).
FIG. 33 is a vertical cross-sectional view showing an example of opening and non-opening of two valves b during an intake process (at high rotation).
FIG. 34 is a transverse sectional view showing the longitudinal sectional views of FIGS. 35 and 36.
FIG. 35 is a longitudinal sectional view showing an embodiment of opening and non-opening of two valves b during a suction process (at low load).
FIG. 36 is a longitudinal sectional view showing an example of opening and non-opening of two valves b during an intake process (at high load).
FIG. 37 is a transverse sectional view for showing the longitudinal sectional views of FIGS. 38, 39, 40 and 41.
FIG. 38 is a longitudinal sectional view showing an embodiment of opening and closing a passage to two valves b during a suction process (at low rotation).
FIG. 39 is a longitudinal sectional view showing an embodiment of opening and closing a passage to two valves b during an intake process (at high rotation).
FIG. 40 is a longitudinal sectional view showing an embodiment of opening and closing a passage to two valves b during an intake process (at low load).
FIG. 41 is a longitudinal sectional view showing an embodiment of opening and closing a passage to two valves b during an intake process (at high load).
[Explanation of symbols]
1 intake valve (valve b)
2 Exhaust valve (valve c)
3. In the compression process, a valve that opens at bottom dead center and closes slightly before top dead center (valve d)
4 In the compression process, the valve that opens at the bottom dead center and closes just before the top dead center is a countermeasure when the valve is opened too much during the compression process. Valve that opens forward and closes at bottom dead center (valve e)
5 Fuel injector
6 Pluck
7 Passage to valve b (intake pipe)
8 Passage from valve c (exhaust pipe)
9 Passage from valve d
10 Passage to valve e
11 piston
12 Valve c and Valve d
13 Fuel injector and plug
14 Valve b and valve e
15 Opening / closing device [opening / closing of a passage dedicated to air-fuel mixture, a passage from a space with no space, and a passage dedicated to air when using a piston valve and a rotary valve in a 4-cycle gasoline engine and a 6-cycle gasoline engine, The type of the opening / closing device (1995 Patent Application No. 97346). ]
16 Valve d and Valve e
17 Two valves b
Engine a [In-cylinder 4-cycle gasoline engine, in the compression stroke, in the expansion stroke, in the expansion stroke, the expansion process is longer than in the compression stroke. Countermeasures (1997 Patent Application No. 341855). ] Engine.
Valve b Intake valve
Valve c Exhaust valve
Valve d Valve that opens at bottom dead center and closes shortly before top dead center during the compression process.
Valve e In the compression process, a valve that opens at the bottom dead center and closes just before the top dead center is used as a countermeasure when the valve is excessively opened during the compression process. A valve that opens before it closes at the bottom dead center.
AA cross section
BB cross section
CC cross section
DD cross section
EE cross section
FF cross section

Claims

In-cylinder 4-cycle gasoline engine, in which the size of the valve that opens at the bottom dead center and closes slightly before the top dead center during the compression process is reduced relative to the intake valve. However, in the compression process, the process of really expanding in the expansion process is more long than the process of truly compressing, in terms of stroke. No. 341855). ] Engine. ｝.

An in-cylinder four-stroke gasoline engine in which the number of intake valves is two, and the number of valves that open at bottom dead center and close slightly before top dead center during the compression stroke is one.

An in-cylinder 4-cycle gasoline engine that opens at bottom dead center and closes slightly before top dead center during the compression process, and opens at low engine speeds but cannot open at high speeds.

During the compression process, a valve that opens at the bottom dead center and closes just before the top dead center. The resistance to the explosion rotation of the engine opens when the load is low and does not open when the load is high. gasoline engine.

In the compression process, the valve that opens at the bottom dead center and closes just before the top dead center is a countermeasure when the valve is opened too much during the compression process. Open the valve before closing and close at bottom dead center (open at bottom dead center during the compression process) When the valve closes shortly before the top dead center takes the form of claim 1, 2, 3, 7, 11, 15, 17 or moves, the explosion speed of the engine However, it is an in-cylinder injection 4-cycle gasoline engine that opens at low speeds and does not open at high speeds.

In the compression process, a valve that opens at the bottom dead center and closes just before the top dead center is used as a countermeasure when the valve is opened too much during the compression process. The valve which opens at the bottom dead center and closes at the bottom dead center (in the compression process, the valve which opens at the bottom dead center and closes a little before the top dead center has the movement of claims 4, 8, 12, 16, 18) In-cylinder four-stroke gasoline engine, whose resistance to explosion rotation of the engine opens when the load is low and does not open when the load is high.

In-cylinder 4-cycle gasoline engine that opens at the bottom dead center and closes slightly before the top dead center during the compression process. .

In-cylinder injection, in the compression process, the passage from the valve that opens at bottom dead center and closes shortly before top dead center when the resistance to engine explosion rotation opens at low load and closes at high load 4 cycle gasoline engine.

In the compression process, a valve that opens at the bottom dead center and closes just before the top dead center is used as a countermeasure when the valve is opened too much during the compression process. The valve to be opened at the bottom dead center and closed at the bottom dead center (in the compression process, the valve is opened at the bottom dead center and closed slightly before the top dead center. 17. The direct injection four-cycle gasoline engine in which the explosion speed of the engine is open at low speed and closed at high speed.

In the compression process, the valve that opens at the bottom dead center and closes just before the top dead center is a countermeasure when the valve is opened too much during the compression process. The movement of a valve which opens before and closes at the bottom dead center (the valve which opens at the bottom dead center and closes shortly before the top dead center in the compression process, In-cylinder four-cycle gasoline engine that opens at low load and closes at high load.

During the compression process, the in-cylinder injection cycle, in which the lift amount of the valve that opens at the bottom dead center and closes just before the top dead center is increased when the engine explosion speed is low and high when the engine is running at high speed, is low. gasoline engine.

In the compression process, the lift amount of the valve that opens at the bottom dead center and closes just before the top dead center increases the resistance to explosion rotation of the engine when the load is low, and lowers it when the load is high. Internal injection 4-cycle gasoline engine.

In the compression process, a valve that opens at the bottom dead center and closes just before the top dead center is used as a countermeasure when the valve is opened too much during the compression process. The lift amount of the valve which opens at the bottom dead center and closes at the bottom dead center (in the compression step, the valve which opens at the bottom dead center and closes shortly before the top dead center, 17. A four-stroke direct injection gasoline engine in which the engine explosion speed is increased at low engine speeds and low at high engine speeds.

In the compression process, a valve that opens at the bottom dead center and closes just before the top dead center is used as a countermeasure when the valve is opened too much during the compression process. The lift amount of the valve which opens at the bottom dead center and closes at the bottom dead center (in the compression process, the valve which opens at the bottom dead center and closes a little before the top dead center, the movement of claim 4,8,12,16,18) In-cylinder four-stroke gasoline engine, in which the resistance to explosion rotation of the engine is increased at low load and reduced at high load.

When the number of intake valves is 2 in the compression process, the number of valves that open at bottom dead center and close just before top dead center is set to 1, when the engine explosion speed is low, The in-cylinder four-stroke gasoline engine according to claim 2, wherein the ratio is set to 1: 1, and to 2: 1 at a high speed.

When the number of intake valves is 2 and the number of valves that open at the bottom dead center and close just before the top dead center during the compression process is set to 1, the resistance to the explosion rotation of the engine becomes The in-cylinder four-stroke gasoline engine according to claim 2, wherein the ratio is 1: 1 at a low load and 2: 1 at a high speed.

When the number of intake valves is 2 and the number of valves that open at the bottom dead center and close just before the top dead center during the compression process is set to 1, two passages to the intake valves (intake pipes) 3.) The in-cylinder injection four-cycle gasoline engine according to claim 2, wherein one side of the gasoline engine is closed when the engine speed is low and both sides are open when the engine speed is high.

When the number of intake valves is 2 and the number of valves that open at the bottom dead center and close just before the top dead center is set to 1 during the compression process, the passage to the two intake valves is 3. The in-cylinder four-stroke gasoline engine according to claim 2, wherein the resistance to the explosion rotation of the cylinder is one closed at a low load and opened at a high load.