JP2009121349A - Valve gear of internal combustion engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a valve gear of an internal combustion engine, which enables a start and acceleration of a vehicle to be excellently performed. <P>SOLUTION: The valve gear includes first and second intake valves V1, V2 for controlling air inflow into a combustion chamber 4 of an internal combustion engine 1, an exhaust valve V3 for controlling air exhaust inside the combustion chamber 4, and a tank valve V4 for controlling entering and leaving of compressed air in a pressure storage tank T in communication with the combustion chamber 4. The internal combustion engine 1 has a first mode for compressing air inside the combustion chamber 4 to store the compressed air in the pressure storage tank T, a second mode for opening the tank valve V4 in the vicinity of an upper dead center to feed the compressed air inside the pressure storage tank T to the combustion chamber 4, and a third mode for opening the tank valve V4 during a compression stroke where a piston P proceeds to the upper dead center to feed the compressed air inside the pressure storage tank T to the combustion chamber 4. The tank valve V4 is provided so that opening and closing phases are variable by a phase varying mechanism 6. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a valve gear for an internal combustion engine.

2. Description of the Related Art Conventionally, an engine having a plurality of operation modes including operation by compressed air that uses kinetic energy at the time of deceleration of a vehicle for air compression and also uses the compressed air at the time of starting the vehicle is known (for example, , See Patent Document 1).
Special table 2007-502389

  However, in the engine described in Patent Document 1, compressed air cannot be further used as a supplement when starting or accelerating a vehicle that requires acceleration.

  SUMMARY OF THE INVENTION An object of the present invention is to provide a valve gear for an internal combustion engine that can start and accelerate a vehicle satisfactorily.

  In order to solve the above problem, the valve operating apparatus for an internal combustion engine according to claim 1 is an intake valve that controls the inflow of air into the combustion chamber of the internal combustion engine, and an exhaust that controls the discharge of air in the combustion chamber. A valve operating device for an internal combustion engine having a valve and a tank valve for controlling the flow of the air into and from the pressure accumulating tank leading to the combustion chamber, wherein the air in the combustion chamber is compressed and stored in the pressure accumulating tank A first mode; a second mode in which the tank valve is opened near the top dead center of the piston to send compressed air in the pressure accumulating tank into the combustion chamber; and the piston reaches the top dead center. A third mode in which the tank valve is opened during the compression step and the compressed air in the accumulator tank is sent into the combustion chamber, and at least the tank valve uses a phase change mechanism for its opening / closing phase. By And it is provided so as to be changed.

  According to the first aspect of the present invention, in the valve operating device for the internal combustion engine, the tank valve for controlling the air in and out of the pressure accumulating tank communicating with the combustion chamber can change the opening / closing phase of the tank valve by the phase changing mechanism. Therefore, the opening / closing timing of the tank valve can be suitably changed. Therefore, a first mode in which the air in the combustion chamber is compressed and stored in the accumulator tank, and a second mode in which the tank valve is opened near the top dead center of the piston and the compressed air in the accumulator tank is sent into the combustion chamber; The vehicle can be suitably started and accelerated in the third mode in which the tank valve is opened during the compression process until the piston reaches top dead center and the compressed air in the pressure accumulating tank is sent into the combustion chamber. The amount of supply air can be controlled. As a result, the vehicle can be started and accelerated using the braking force, and the fuel consumption can be improved.

  The valve operating apparatus for an internal combustion engine according to claim 2 is the valve operating apparatus for the internal combustion engine according to claim 1, wherein the intake valve, the exhaust valve, and the tank valve are closed with valve bodies. Each is provided with a pausing mechanism for pausing in a valve state.

  According to the second aspect of the present invention, the intake valve, the exhaust valve, and the tank valve are each provided with a pause mechanism, so that the operation of the valve body of each valve can be appropriately paused in the closed state. Therefore, the mode can be easily switched.

  The valve operating apparatus for an internal combustion engine according to claim 3 is the valve operating apparatus for the internal combustion engine according to claim 1 or 2, wherein a throttle valve is provided at an entrance to the combustion chamber of the accumulator tank. It is characterized by that.

  According to the third aspect of the present invention, a throttle valve is provided at the entrance to the combustion chamber of the accumulator tank, so that the flow rate of the compressed air sent from the accumulator tank to the combustion chamber is appropriately supplied by the throttle valve. It can control suitably so that starting and acceleration of a vehicle can be performed favorably.

  ADVANTAGE OF THE INVENTION According to this invention, the valve operating apparatus of an internal combustion engine with sufficient fuel consumption which can start and accelerate a vehicle favorably using the force at the time of braking can be provided.

Next, a valve gear for an internal combustion engine according to an embodiment of the present invention will be described with reference to FIGS.
Hereinafter, as an example of an embodiment of the present invention, a case where it is applied to an existing 4-valve 3-cylinder engine or a V-type 6-cylinder engine will be described as an example. However, the present invention is not limited to this. For example, the pressure accumulation tank may be provided in addition to the four valves, or may not be the four valves.
FIG. 1 is a schematic plan view showing a valve gear for an internal combustion engine according to an embodiment of the present invention. FIG. 2 is a schematic longitudinal sectional view showing a valve gear for an internal combustion engine according to an embodiment of the present invention.

≪Configuration of internal combustion engine≫
As shown in FIG. 1, the internal combustion engine 1 is based on a four-cycle engine, and stores compressed air as energy in an accumulator tank T (see FIG. 5) using energy during deceleration as a regenerative brake. This is an accumulator regenerative engine that can be operated stably. The principle of this pressure accumulation regenerative engine is the same as that of a hybrid engine using a battery. The internal combustion engine 1 does not need to be in a split cycle in order to perform pressure accumulation regeneration. One of the two exhaust valves of the conventional engine is a tank valve V4 communicating with the pressure accumulation tank T, and the first This can be achieved simply by providing a pause mechanism 7 (see FIG. 2) for each of the valves V1 to V4 of the intake valve V1, the second intake valve V2, the exhaust valve V3, and the tank valve V4.

  As shown in FIG. 2, in the internal combustion engine 1, a first intake port 11, a second intake port 12, an exhaust port 13, and a pressure accumulation port 14 connected to the combustion chamber 4 are formed in the cylinder head 3 at the upper part of the cylinder 2. Has been. The cylinder head 3 has a first intake valve (intake valve) V1 that opens and closes the first intake port 11, a second intake valve (intake valve) V2 that opens and closes the second intake port 12, and an exhaust port 13 that opens and closes. The exhaust valve V3 that opens and the tank valve V4 that opens and closes the pressure accumulation port 14 are arranged in a clockwise order in plan view, and a spark plug 5 (see FIG. 1) is provided at the center thereof. That is, in plan view, the first intake valve V1 and the tank valve V4 are arranged to face each other with the ignition plug 5 as the center, and the second intake valve V2 and the exhaust valve V3 are arranged to face each other. In addition, the cylinder head 3 is provided with a valve operating device 8, a phase changing mechanism 6, a pause mechanism 7, an exhaust side rocker shaft 71, an intake side rocker shaft 72, and the like.

  The internal combustion engine 1 includes a regenerative mode, an air engine mode, and a charging engine mode in addition to the normal mode (see FIG. 4), and these modes are discriminated by an accelerator depression amount by an accelerator sensor or the like. Done. The internal combustion engine 1 uses a normal mode when the vehicle is traveling normally, and uses a regeneration mode when the vehicle decelerates, an air engine mode described later when the vehicle starts and accelerates, or a supply engine mode.

≪Configuration of valve gear≫
As shown in FIG. 2, the valve operating device 8 urges the first intake valve V1, the second intake valve V2, the exhaust valve V3, and the tank valve V4 in the valve closing direction by the valve springs SP1 and SP2, respectively. It is a device that is driven by a cam of a camshaft 81 that is rotatably supported by the cylinder head 3 and serves as a power source when the valves V1 to V4 are controlled to open and close. The valve operating device 8 includes a phase changing mechanism 6 that controls opening and closing of a valve body for the tank valve V4.

≪Configuration of first intake valve and second intake valve≫
The first intake valve V1 and the second intake valve V2 are valves that control the inflow of air from the intake system and injector (not shown) of the internal combustion engine 1 to the combustion chamber 4, and the stem is slidable in the valve guide. Are provided so as to open and close the first intake port 11 and the second intake port 12. An intake valve rocker arm 75 supported by the intake side rocker shaft 72 is connected to the first intake valve V1 and the second intake valve V2. The valves V1 to V4 of the first intake valve V1 and the second intake valve V2, the exhaust valve V3, and the tank valve V4 are urged in the valve closing direction by the valve springs SP1 and SP2, respectively, so that the camshaft 81 Opening / closing control is performed by the valve operating device 8 driven by the above, and a pause mechanism 7 for stopping the operation of the valve body in the closed state is provided.

≪Exhaust valve configuration≫
As shown in FIG. 2, the exhaust valve V <b> 3 is a valve that controls the discharge of air in the combustion chamber 4, and is provided so that the stem is slidably guided by the valve guide to open and close the exhaust port 13. Yes. An exhaust valve rocker arm 73 supported by the exhaust rocker shaft 71 is connected to the exhaust valve V3.

≪Configuration of tank valve≫
The tank valve V4 is a valve that controls the flow of air into and from the pressure accumulating tank T that communicates with the combustion chamber 4, and is provided so that the stem is slidably guided by the valve guide to open and close the pressure accumulating port 14. A tank valve rocker arm 74 pivotally supported by the exhaust side rocker shaft 71 is connected to the tank valve V4. The tank valve V4 is provided so that the opening / closing phase of the valve body can be changed by the phase changing mechanism 6. When the angle is advanced by the phase changing mechanism 6, the charging effect is increased, and when the angle is retarded, the charging effect is decreased. Yes. By opening the tank valve V4 during the compression process, the supply is performed by controlling the supply air amount of the compressed air when the valve is opened. In the regenerative mode and the air engine mode, the tank valve V4 opens the valve body at an angular position of 10 degrees before the top dead center of the piston P, and 10 degrees after the top dead center of the piston P. It is provided at a valve timing at which the valve body is closed at the angular position.

  FIG. 5 is a stroke diagram showing an operation in a regeneration mode of the valve gear of the internal combustion engine according to the embodiment of the present invention, wherein (a) is a schematic diagram showing a state during an intake stroke, and (b) is a compression stroke. (C) is a schematic diagram showing a state during a pressure accumulation stroke, (d) is a schematic diagram showing a state during a negative work routine stroke, and (e) is a diagram during a positive work routine stroke. It is the schematic which shows a state.

≪Configuration of throttle valve≫
As shown in FIG. 5, the throttle valve V <b> 5 is a flow rate control valve that regulates the flow rate of compressed air sent from the pressure accumulation tank T to the combustion chamber 4 via the tank valve V <b> 4 by the throttle action of the valve body. And a pressure storage tank T.

≪Composition of pressure accumulation tank≫
As shown in FIG. 5, the pressure accumulation tank T is a tank for storing compressed air, and has a capacity of about 30 liters, for example. A throttle valve V <b> 5 is provided at the entrance / exit to the combustion chamber 4 of the accumulator tank T or the communication path. In the air engine mode, the compressed air stored in the pressure accumulating tank T opens and opens the tank valve V4, thereby driving the piston P with the compressed air stored in the pressure accumulating tank T to start and accelerate the vehicle. In the supply mode, the tank valve V4 is opened and closed together with fuel injection and ignition, and the in-cylinder flow is activated by the compressed air. Thereby, combustion is stabilized.

≪Phase change mechanism configuration≫
As shown in FIG. 2, a phase change mechanism (VTC: Valve Timing Controller) 6 is a variable valve mechanism for changing the opening / closing phase of the valve body of the tank valve V4. (See, for example, Japanese Patent Application Laid-Open No. 2001-164989). The phase changing mechanism 6 is, for example, a tank valve V4, a tank valve camshaft 62 that is rotationally driven by a rotational drive mechanism (not shown) and has a cam 62a, and an operation of the tank valve V4 that is driven by the cam 62a. A hydraulic control device (not shown) for changing the characteristics of the hydraulic fluid, and a hydraulic control device for controlling the hydraulic pressure of the hydraulic oil for the operating characteristic changing mechanism having an operating chamber composed of a retard chamber and an advance chamber ( (Not shown) and a free rocker arm 77 for a tank valve provided with a roller 77a that comes into contact with the cam 62a. For example, the phase changing mechanism 6 is provided on the cam sprocket 61 provided at the tip of the tank valve camshaft 62 and changes the cam phase by stepping up or down the opening / closing timing of the tank valve V4 steplessly. It is something that can be done.
The cam 62a for driving the tank valve V4 is rotated by the hydraulic pressure from the hydraulic control device, and the same cam crest as that during pressure accumulation shifts the opening / closing position of the valve element from the top dead center by the phase change mechanism 6. As a result, the air supply amount can be weakened, and the output can be adjusted by the shift amount. The phase changing mechanism 6 can control the acceleration amount in the air engine mode by changing the opening / closing timing of the tank valve V4. Further, the supply air amount in the supply engine mode can also be controlled.
Note that the position of the piston P does not change in phase with the crankshaft, camshaft, and cam, so that the amount of operation of the phase changing mechanism 6 changes.

  FIG. 3 is a view showing a pause mechanism in the valve operating apparatus for an internal combustion engine according to the embodiment of the present invention, wherein (a) is a schematic front view of the intake side rocker shaft and the exhaust side rocker shaft, and (b) is a schematic plan view. FIG.

≪Configuration of pause mechanism≫
As shown in FIG. 2, the pause mechanism 7 is provided in each of the first intake valve V1, the second intake valve V2, the exhaust valve V3, and the tank valve V4, and pauses the operation of each valve element in the closed state. It is a device with functions. The pause mechanism 7 includes an intake valve pause mechanism 7a that switches between driving and pause of the first intake valve V1 and the second intake valve V2, and an exhaust valve pause mechanism 7b that switches between driving and pause of the exhaust valve V3. The tank valve V4 is configured to include a tank valve pause mechanism 7c that switches between driving and pause, and a hydraulic control device 10 that operates the pause mechanism 7 respectively.

<Configuration of intake valve pause mechanism>
As shown in FIG. 3, the intake valve pause mechanism 7a is a device that connects and disconnects the intake-side free rocker arm 78 and the intake valve rocker arm 75 with a connection pin (not shown). The connecting pin is operated by the hydraulic pressure from the hydraulic control device 10. When the intake side free rocker arm 78 and the intake valve rocker arm 75 are disconnected from each other by the connecting pin, the intake valve deactivation mechanism 7a has a first intake valve V1 (see FIG. 2) and a second intake valve V2 (see FIG. 2). The intake valve rocker arm 75 connected to the upper end of the first intake valve is not driven, and the operation of the first intake valve V1 and the second intake valve V2 is suspended. When the intake side free rocker arm 78 and the intake valve rocker arm 75 are connected by a connecting pin, the intake valve rest mechanism 7a is driven to drive the first intake valve V1 and the second intake valve V2 together. Become so. The intake valve rest mechanism 7a includes an intake side rocker shaft 72, an intake side free rocker arm 78, an intake valve rocker arm 75, and a connecting pin (not shown).

<Configuration of intake side rocker shaft>
The intake side rocker shaft 72 is a shaft rod for pivotally supporting an intake side free rocker arm 78 and an intake valve rocker arm 75 in which a connecting pin is set to be engageable and disengageable to the intake side free rocker arm 78. In the intake side rocker shaft 72, an intake hydraulic oil passage 72a for operating the first intake valve V1 and the second intake valve V2, and the first intake valve V1 and the second intake valve V2 are stopped in a closed state. Two systems of oil passages with the intake air suspension oil passage 72b are provided. The intake hydraulic oil passage 72 a and the intake suspension oil passage 72 b are supplied with hydraulic pressure that connects and disconnects the connecting pins from the hydraulic control device 10. The intake side rocker shaft 72 and the exhaust side rocker shaft 71 are provided in a rocker shaft holder 79 installed above the cylinder 2 as shown in FIG.

<Configuration of rocker arm for intake valve>
The intake valve rocker arm 75 is provided with an intake side free rocker arm 78 with a connecting pin interposed therebetween so as to be engageable and disengageable, and both are pivotally supported by an intake side rocker shaft 72. One end of the intake side free rocker arm 78 contacts the cam piece of the camshaft 81, and the other end of the intake valve rocker arm 75 is connected to the upper ends of the first intake valve V1 and the second intake valve V2.

<Configuration of exhaust valve pause mechanism>
As shown in FIG. 3, the exhaust valve pause mechanism 7 b connects the exhaust-side free rocker arm 76 and the exhaust valve rocker arm 73 with a connection pin by a connection pin (not shown) that is operated by hydraulic pressure from the hydraulic control device 10. And a device which is brought into a disconnected state. When the exhaust free rocker arm 76 and the exhaust valve rocker arm 73 are disconnected from each other by the connecting pin, the exhaust valve resting mechanism 7b does not drive the exhaust valve rocker arm 73 connected to the upper end of the exhaust valve V3. The operation of V3 (see FIG. 2) is in a pause state. When the exhaust-side free rocker arm 76 and the exhaust valve rocker arm 73 are connected by a connecting pin, the exhaust valve resting mechanism 7b is driven so that the exhaust valve V3 is interlocked. The exhaust valve resting mechanism 7b includes an exhaust side rocker shaft 71, an exhaust side free rocker arm 76, an exhaust valve rocker arm 73, and a connecting pin.

<Configuration of exhaust side rocker shaft>
The exhaust-side rocker shaft 71 pivotally supports an exhaust-side free rocker arm 76 and an exhaust-valve rocker arm 73 in which a connecting pin is set to be able to engage and disengage from the exhaust-side free rocker arm 76 and a free rocker arm for a tank valve. 77 and a tank valve rocker arm 74 having a connecting pin set to be engageable and disengageable from the tank valve free rocker arm 77. The exhaust-side rocker shaft 71 includes an exhaust hydraulic oil passage 71a for operating an exhaust valve V3 (see FIG. 2), an exhaust suspension oil passage 71b that stops the exhaust valve V3 in a closed state, and a tank valve V4 ( There are provided four systems of oil passages: a tank valve working oil passage 71c for actuating the tank valve V4 and a tank valve resting oil passage 71d for resting the tank valve V4 in a closed state. The hydraulic control device 10 supplies hydraulic pressure to connect and disconnect the connection pins to the exhaust hydraulic oil passage 71a, the exhaust idle oil passage 71b, the tank valve hydraulic oil passage 71c, and the tank valve idle oil passage 71d.

<Configuration of rocker arm for exhaust valve>
As shown in FIG. 2, the exhaust valve rocker arm 73 is provided with an exhaust-side free rocker arm 76 with a connecting pin interposed therebetween so as to be freely engaged and disengaged. Yes. One end of the exhaust side free rocker arm 76 is placed in contact with the cam piece of the cam shaft 81. The other end of the exhaust valve rocker arm 73 is connected to the upper end of the exhaust valve V3. Tappet clearance adjusting screws N1 and N2 are installed at the tips of the exhaust valve rocker arm 73, the tank valve rocker arm 74, and the intake valve rocker arm 75, respectively.

<Configuration of tank valve suspension mechanism>
As shown in FIG. 3, the tank valve pause mechanism 7 c connects the tank valve free rocker arm 77 and the tank valve rocker arm 74 with a connection pin by a connection pin (not shown) operated by the hydraulic pressure from the hydraulic control device 10. It is a device that is connected and disconnected. When the tank valve free rocker arm 77 and the tank valve rocker arm 74 are disconnected from each other by the connecting pin, the tank valve resting mechanism 7c drives the tank valve rocker arm 74 connected to the upper end of the tank valve V4 (see FIG. 2). Without the operation, the operation of the tank valve V4 is suspended. In the tank valve suspension mechanism 7c, when the tank valve free rocker arm 77 and the tank valve rocker arm 74 are connected by a connecting pin, the tank valve rocker arm 74 is driven and the tank valve V4 is interlocked. The tank valve suspension mechanism 7 c includes a tank valve free rocker arm 77, a tank valve rocker arm 74, a connecting pin, and an exhaust side rocker shaft 71.

<Configuration of rocker arm for tank valve>
The tank valve rocker arm 74 is provided with a tank valve free rocker arm 77 with a connecting pin interposed therebetween so as to be freely engaged and disengaged, and both are pivotally supported by the exhaust side rocker shaft 71. One end of the tank valve free rocker arm 77 is in contact with the cam piece of the tank valve cam shaft 62. The other end of the tank valve rocker arm 74 is connected to the upper end of the tank valve V4.

<Composition of connecting pin>
The connection pin (not shown) is provided in each of the intake valve stop mechanism 7a, the exhaust valve stop mechanism 7b, and the tank valve stop mechanism 7c shown in FIG. The rocker arm 73, the tank valve rocker arm 74, and the intake valve rocker arm 75 are respectively operated by spool valves.
The connecting pin of the intake valve deactivation mechanism 7a connects the intake valve rocker arm 75 and the intake side free rocker arm 78 by the hydraulic pressure of the intake hydraulic oil path 72a and the intake deactivation oil path 72b, thereby increasing the cam top lift of the camshaft 81. This is communicated to the first intake valve V1 (see FIG. 2) and the second intake valve V2 (see FIG. 2) to switch between operation and suspension.
The connecting pin of the exhaust valve stop mechanism 7b connects the exhaust valve rocker arm 73 and the exhaust side free rocker arm 76 by the hydraulic pressure of the exhaust hydraulic oil passage 71a and the exhaust stop oil passage 71b, and exhausts the cam top lift of the camshaft 81. This is communicated to the valve V3 (see FIG. 2) to switch between operation and suspension.
A connecting pin of the tank valve resting mechanism 7c connects the tank valve rocker arm 74 and the tank valve free rocker arm 77 by the oil pressure of the tank valve operating oil passage 71c and the tank valve resting oil passage 71d. The cam top lift is transmitted to the tank valve V4 (see FIG. 2) to switch between operation and suspension.

≪Regenerative mode configuration≫
The regeneration mode (first mode) shown in FIG. 5 is a mode in which the air in the combustion chamber 4 is compressed and stored in the pressure accumulation tank T. In the regeneration mode, the tank valve V4 is opened near the top dead center (TDC) of the piston P in the compression process, and high-pressure compressed air is stored in the accumulator tank T in the combustion chamber 4. Accordingly, the kinetic energy (inertial force) at the time of deceleration of the vehicle is utilized by storing the air in the combustion chamber 4 in the accumulator tank T (deceleration is possible). In this regenerative mode, the first intake valve V1 and the second intake valve V2 are opened during the intake stroke as in normal travel, and the exhaust valve V3 (see FIG. 2) is operated to the exhaust valve pause mechanism 7b ( The valve body is stopped in a closed state by the stop mechanism 7), and the tank valve V4 is opened when the piston P is near the top dead center.

  FIG. 6 is a stroke diagram showing an operation in the air engine mode of the valve operating apparatus for an internal combustion engine according to the embodiment of the present invention, (a) is a schematic diagram showing a state during a cylinder boosting stroke, Is a schematic diagram showing a state during an energy extraction stroke, (c) is a schematic diagram showing a state during an exhaust stroke, (d) is a schematic diagram showing a state during a negative work routine, and (e) is a positive work loop. It is the schematic which shows the state at the time of a teen process.

≪Air engine mode configuration≫
In the air engine mode (second mode) shown in FIGS. 6A and 6B, the tank valve V4 is opened near the top dead center (TDC) of the piston P as shown in FIG. 6A. In this mode, the compressed air in the pressure accumulation tank T accumulated in the regenerative mode is sent into the combustion chamber 4. That is, in the air engine mode, the tank valve V4 is opened near the top dead center (TDC) of the piston P, the piston P is moved downward, and the piston P is moved using the compressed air stored in the regeneration mode. The vehicle can be started and accelerated well. The air engine mode can be used for both starting from the start of the internal combustion engine 1 and starting from idling.
In this air engine mode, the first intake valve V1 and the second intake valve V2 are suspended while the valve body is closed by the intake valve deactivation mechanism 7a (deactivation mechanism 7), and the exhaust valve V3 is operated during normal travel. In this way, the valve opening operation is performed during the exhaust stroke, and the tank valve V4 is opened when the piston P is near the top dead center (TDC). In the air engine mode, the throttle valve V5 is gradually opened to start and accelerate smoothly.

  FIG. 7 is a stroke diagram showing the operation of the valve operating apparatus for the internal combustion engine according to the embodiment of the present invention in the supply engine mode, wherein (a) is a schematic diagram showing a state during the intake stroke, and (b) is a supply. Schematic showing the state during the stroke, (c) is a schematic diagram showing the state during the combustion stroke, and (d) is a schematic diagram showing the state during the exhaust stroke.

≪Composition of refueling engine mode≫
In the charging engine mode (third mode) shown in FIGS. 7A to 7D, as shown in FIG. 7B, the tank valve V4 is opened during the compression process in which the piston P reaches the top dead center. In this mode, the compressed air in the accumulator tank T is sent into the combustion chamber 4 to perform the supply. The charging engine mode is performed when the accelerator depression amount is larger than that in the air engine mode, and is operated under the same conditions as a so-called supercharger. In this supply engine mode, the tank valve V4 is opened during the compression process in which the piston P moves to the top dead center, and the internal pressure of the accumulator tank T is the same as the cylinder pressure at the top dead center of the piston P even at the maximum. It is designed to close by top dead center. Thereby, the internal pressure of the combustion chamber 4 can be raised and the effect similar to a supercharger can be acquired.

Supply from the accumulator tank T is performed during the compression stroke, and the flow rate of compressed air supplied at the time of supply (hereinafter referred to as “supply air amount”) is the pressure difference between the accumulator tank T and the combustion chamber 4 and the tank valve V4. Determined by cam profile. Since the internal pressure of the combustion chamber 4 changes from moment to moment during the compression process, the amount of supplied air can be controlled by changing the timing of opening the tank valve V4.
Specifically, when the first half piston P, which has just started the compression stroke, is at a low position, the internal pressure of the combustion chamber 4 is low, and if the tank valve V4 is opened at that time, a large amount of compressed air is accumulated. The tank T flows into the combustion chamber 4 and the amount of supplied air increases. On the contrary, if the tank valve V4 is opened after the latter piston P in the compression process comes up, the internal pressure of the combustion chamber 4 is high and close to the internal pressure of the accumulator tank T. The amount of supplied air flowing in from the air is reduced.

≪Operation≫
Next, the operation of the valve gear for the internal combustion engine according to the embodiment of the present invention will be described with reference mainly to FIGS. FIG. 4 is a table showing the operation of the valve gear for the internal combustion engine according to the embodiment of the present invention.

<Operation in normal mode>
As shown in FIG. 4, the internal combustion engine 1 is in a normal mode during normal running, the tank valve V4 is in a paused state, and the first intake valve V1, the second intake valve V2, and the exhaust valve V3 are operated to Works like an engine.

<Operation in regenerative mode>
As shown in FIG. 4, the internal combustion engine 1 is in a regenerative mode at the time of braking, the exhaust valve V3 is stopped, and the first intake valve V1, the second intake valve V2, and the tank valve V4 are normally operated. Become.
As shown in FIG. 5A, during the intake stroke in the regenerative mode, the first intake valve V1 and the second intake valve V2 are opened, and the piston P is lowered, whereby air is sucked into the combustion chamber 4. The
Next, as shown in FIG. 5 (b), during the compression stroke, the first intake valve V1 and the second intake valve V2 are closed and the piston P is raised, so that the air in the combustion chamber 4 is compressed. The

As shown in FIG. 5C, during the pressure accumulation stroke, the piston P further rises and the tank valve V4 opens near the top dead center (TDC), so that the compressed air is accumulated in the combustion chamber 4 in the pressure accumulation tank T. Sent out.
As shown in FIG. 5 (d), during the negative work routine, the first intake valve V1, the second intake valve V2, and the tank valve V4 are closed, and the piston P is lowered, so that the inside of the combustion chamber 4 is maintained. Negative pressure state.
As shown in FIG. 5 (e), during the normal work routine stroke, the first intake valve V1, the second intake valve V2, and the tank valve V4 are closed and the piston P is raised, so that the inside of the combustion chamber 4 Air becomes compressed.

<Operation in air engine mode>
As shown in FIG. 4, the internal combustion engine 1 is in an air engine mode when starting and accelerating, and enters a pause state in which the first intake valve V1 and the second intake valve V2 are closed, and the exhaust valve V3 and the tank valve V4. Will be in a normal operating state.
In a normal vehicle that does not employ the present technology, the internal pressure of the combustion chamber 4 is about 90 atm with the throttle fully opened, and therefore the internal pressure of the pressure accumulating tank T is maximum in the internal combustion engine 1 in the air engine mode of the present invention. If it is about 20-30 atm, the vehicle can be started easily.

In the air engine mode shown in FIG. 6A, the first intake valve V1, the second intake valve V2, and the throttle valve V5 are closed during the in-cylinder boosting stroke, and the piston P is at top dead center (TDC). Then, the tank valve V4 is opened and the air in the combustion chamber 4 is pressurized.
Next, as shown in FIG. 6B, during the energy extraction process, the first intake valve V1, the second intake valve V2, and the tank valve V4 are closed, and the energy of the compressed air in the combustion chamber 4 is used. The piston P is lowered.

As shown in FIG. 6 (c), during the exhaust stroke, the exhaust valve V3 is opened and the piston P is raised, so that the air in the combustion chamber 4 is discharged.
As shown in FIG. 6D, during the negative work routine stroke, the first intake valve V1, the second intake valve V2, and the tank valve V4 are closed, and the piston P is lowered, so that the inside of the combustion chamber 4 is maintained. Negative pressure state.
As shown in FIG. 6 (e), during the normal work routine, the first intake valve V1, the second intake valve V2, and the tank valve V4 are closed and the piston P is lifted, so that the inside of the combustion chamber 4 The compressed air is compressed.

<Operation in the charging engine mode>
As shown in FIG. 4, the internal combustion engine 1 is in the charging engine mode when starting and accelerating as in the air engine mode, and the first intake valve V1, the second intake valve V2, the exhaust valve V3, and the tank valve V4. Will be in a normal operating state.
As shown in FIG. 7A, during the intake stroke in the supply engine mode, the tank valve V4 is closed and the first intake valve V1 and the second intake valve V2 are opened, so the piston P is lowered. Then, the inside of the combustion chamber 4 is in a negative pressure state, and fuel and air flow into the combustion chamber 4.

  Next, as shown in FIG. 7B, during the compression stroke, the first intake valve V1 and the second intake valve V2 are closed, and the tank valve V4 is opened during the compression stroke while the piston P is moving upward. The compressed air in the pressure accumulating tank T enters the combustion chamber 4 and the internal pressure of the combustion chamber 4 increases as the piston P rises. At this time, the compressed air that enters the combustion chamber 4 from the pressure accumulation tank T flows into the combustion chamber 4 at a flow rate corresponding to the differential pressure between the internal pressure of the combustion chamber 4 and the internal pressure of the pressure accumulation tank T. During this compression stroke, the internal pressure of the combustion chamber 4 can be increased from atmospheric pressure to the maximum pressure in the pressure accumulation tank T. In this case, by controlling the opening / closing timing for opening the tank valve V4 with the phase changing mechanism 6, the amount of air flowing into the combustion chamber 4 and the amount of supplied air can be adjusted.

As shown in FIG. 7C, during the combustion stroke, the first intake valve V1, the second intake valve V2, and the exhaust valve V3 are closed, and the compressed air is combusted by the discharge of the dotted plug 5 (see FIG. 1). By doing so, the piston P descends.
As shown in FIG. 7 (d), during the exhaust stroke, the exhaust valve V3 is opened and the piston P is raised, so that the air in the combustion chamber 4 is discharged.

  The present invention is not limited to the above-described embodiment, and various modifications and changes can be made within the scope of the technical idea. The present invention extends to these modifications and changes. Of course.

  For example, the phase change mechanism 6 can be used for output control of the internal combustion engine 1 during operation in the air engine mode. If the tank valve V4 is opened when the piston P is at the upper side, it is possible to operate using the stroke of the internal combustion engine 1 effectively. In this case, if the opening / closing timing of the tank valve V4 is delayed and the tank valve V4 is opened after the piston P has passed the top dead center, the delayed stroke of the internal combustion engine 1 results in negative work. The shaft output of the engine 1 decreases. The shaft output can be adjusted by this delay amount.

  However, delaying the opening / closing timing of the tank valve V4 during operation in the air engine mode consumes the compressed air in the pressure accumulation tank T wastefully. For this reason, a mechanism for changing the number of cylinders during operation in the air engine mode is added to the output control for operation in the air engine mode, and a method of controlling the output with the number of operating cylinders in the air engine mode may be adopted. desirable. This variable cylinder number mechanism is possible by making the valve switching oil passages independent of each cylinder 2. The number of hydraulic control valves increases accordingly. Further, the regenerative brake strength can be adjusted by the variable cylinder number mechanism.

  Further, the pressure accumulating tanks T may be provided in all the cylinders 2, or may be provided only in the other one-side bank in which the one-side bank of the V-type engine is suspended. Furthermore, a throttle valve and a valve timing control may be further provided at the entrance / exit or the communication path of the accumulator tank T in order to control the amount of compressed air sent to the combustion chamber 4 in the air engine mode.

  The internal combustion engine 1 is a port injection type engine in which a mixed gas of fuel and air injected into an intake port is sucked into the combustion chamber 4, or a direct injection engine that directly injects fuel into the combustion chamber 4. There may be.

1 is a schematic plan view showing a valve gear for an internal combustion engine according to an embodiment of the present invention. It is a schematic longitudinal cross-sectional view which shows the valve operating apparatus of the internal combustion engine which concerns on embodiment of this invention. It is a figure which shows the deactivation mechanism in the valve operating apparatus of the internal combustion engine which concerns on embodiment of this invention, (a) is a schematic front view of an intake side rocker shaft and an exhaust side rocker shaft, (b) is a schematic plan view. It is a table | surface which shows the action | operation of the valve operating apparatus of the internal combustion engine which concerns on embodiment of this invention. FIG. 2 is a stroke diagram illustrating an operation in a regenerative mode of a valve operating apparatus for an internal combustion engine according to an embodiment of the present invention, wherein (a) is a schematic diagram illustrating a state during an intake stroke, and (b) illustrates a state during a compression stroke. (C) is a schematic diagram illustrating a state during a pressure accumulation stroke, (d) is a schematic diagram illustrating a state during a negative work routine stroke, and (e) is a schematic diagram illustrating a state during a positive work routine stroke. FIG. FIG. 2 is a stroke diagram illustrating an operation in an air engine mode of a valve operating apparatus for an internal combustion engine according to an embodiment of the present invention, wherein (a) is a schematic diagram illustrating a state during an in-cylinder boost stroke, and (b) is an energy extraction stroke. (C) is a schematic diagram illustrating a state during an exhaust stroke, (d) is a schematic diagram illustrating a state during a negative work routine stroke, and (e) is a diagram during a positive work routine stroke. It is the schematic which shows a state. FIG. 2 is a stroke diagram illustrating an operation of the internal combustion engine valve operating apparatus according to the embodiment of the present invention in a charging engine mode, wherein (a) is a schematic diagram illustrating a state during an intake stroke, and (b) is a state during a charging stroke (C) is a schematic diagram illustrating a state during a combustion stroke, and (d) is a schematic diagram illustrating a state during an exhaust stroke.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Internal combustion engine 2 Cylinder 3 Cylinder head 4 Combustion chamber 6 Phase change mechanism 7 Pause mechanism 8 Valve operating device P Piston T Accumulation tank V1 1st intake valve (intake valve)
V2 Second intake valve (intake valve)
V3 Exhaust valve V4 Tank valve V5 Throttle valve

Claims (3)

An intake valve that controls the inflow of air into the combustion chamber of the internal combustion engine, an exhaust valve that controls the discharge of air in the combustion chamber, and a tank valve that controls the entry and exit of the air into the pressure accumulating tank that leads to the combustion chamber; A valve operating apparatus for an internal combustion engine having
A first mode for compressing and storing the air in the combustion chamber into the pressure accumulation tank;
A second mode in which the tank valve is opened near the top dead center of the piston and the compressed air in the pressure accumulating tank is sent into the combustion chamber;
A third mode in which the tank valve is opened during the compression step until the piston reaches the top dead center, and the compressed air in the accumulator tank is sent into the combustion chamber;
The valve operating apparatus for an internal combustion engine, wherein at least the tank valve is provided so that its open / close phase can be changed by a phase changing mechanism.   2. The valve operating device for an internal combustion engine according to claim 1, wherein the intake valve, the exhaust valve, and the tank valve are each provided with a stop mechanism that stops the valve body in a closed state. 3.   The valve operating apparatus for an internal combustion engine according to claim 1 or 2, wherein a throttle valve is provided at an entrance of the pressure accumulating tank to the combustion chamber.

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