JP2011226340A - Four-cycle engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve engine performance by increasing a drive force with a simple structure in which a complicated electrical system is not used in a four-cycle engine.SOLUTION: This engine 1 includes a piston 3 stored in a cylinder 2, and a crankshaft 5 connected to the piston 3 through a connecting rod 4. The crankshaft 5 has a crank weight 54 on the side of a crank arm 53 opposed to the side thereof to which the connecting rod 4 is connected. Permanent magnets 7a, 7b are attached to the crankshaft side of the piston 3 and the outer peripheral side of the crank weight 54, respectively. The permanent magnets 7a, 7b are disposed so that the opposed distance thereof is gradually reduced as the piston 3 approaches the bottom dead center and that the same poles thereof face each other. Both the linear motion of the piston and the rotary motion of the crankshaft are assisted by a repulsion occurring between these same poles. Consequently, the engine performance can be increased by merely using at least two permanent magnets.

Description

  The present invention relates to a four-cycle engine that obtains driving force by exploding fuel in a combustion chamber.

  2. Description of the Related Art In recent years, hybrid engines using an internal combustion engine in combination with another power source have become widespread in engines used for automobiles and the like from the viewpoint of improving fuel efficiency and environmental protection. For example, in a combination of a four-cycle engine and an electric motor, fuel consumption is reduced by assisting the driving force with the electric motor when a heavy load is applied to the engine, such as when starting or accelerating. However, in order to obtain driving power for an electric motor, such an engine requires a configuration in which kinetic energy is regenerated into electric energy and stored in a battery during deceleration and braking, and the structure is complicated and expensive.

  Therefore, a magnetic engine that uses a magnet to obtain a driving force is known as a power source instead of an electric motor (see, for example, Patent Documents 1 and 2). In this magnetic engine, a permanent magnet is attached to the upper part of the piston, and the piston is moved by repelling an electromagnet separately provided in the cylinder to rotate the crankshaft. However, this magnetic engine obtains a driving force only by a repulsive force due to the magnetic force, and does not assist the driving of the internal combustion engine. For this reason, it is difficult to obtain a large driving force. Moreover, an electric system for energizing the electromagnet in the cylinder is required.

JP 2000-240559 A JP-A-5-312142

  The present invention has been made to solve the above problems, and provides a four-cycle engine capable of increasing driving force and improving engine performance while having a simple structure without using a complicated electric system. For the purpose.

  In order to achieve the above object, the invention of claim 1 is characterized in that a piston reciprocally accommodated in a cylinder defining a combustion chamber and a piston connected to the piston via a connecting rod are rotated by the reciprocating motion of the piston. A crankshaft that is driven, wherein the crankshaft is a crankshaft side of the piston in a four-cycle engine having a crankweight for balancing the weight on the opposite side of the crankarm to which the connecting rod is connected. And permanent magnets are installed on each of the crank weight outer peripheral sides, and these permanent magnets are arranged so that the facing distance of these permanent magnets gradually decreases as the piston approaches the bottom dead center, and The same poles face each other, and the piston is bottom dead center due to the repulsive action that occurs between the same poles. Movement and rotation of the crankshaft to La away direction is intended to assist.

  According to a second aspect of the present invention, in the first aspect of the present invention, the crank arm and the crank weight are provided on both sides of the connecting rod, and the permanent magnet is installed corresponding to each of the crank weights. Is.

  According to a third aspect of the present invention, in the first or second aspect of the invention, the piston-side permanent magnet and the crankweight-side permanent magnet have arcuate surfaces facing each other, the former being a concave surface, and the latter being a latter When the piston moves and passes through the bottom dead center, the leading ends of the rotation directions of the permanent magnets face each other, and even after passing through the bottom dead center, the predetermined rotation range is within the crank weight side. The permanent magnet is longer than the piston-side permanent magnet so as to continue to face the piston-side permanent magnet.

  According to the first aspect of the present invention, permanent magnets are installed on the piston and the crank weight, and when the piston passes the bottom dead center, a repulsive force is generated by the repulsive action of both permanent magnets. Since both the rotational movements of the crankshaft are assisted, the engine performance can be improved only by using at least two permanent magnets without providing a complicated electric system. Further, by installing a permanent magnet in an existing conventional engine, the engine can be manufactured relatively easily, so that the cost can be reduced. In addition, since there are few contact parts between the component parts, the parts are less likely to wear out and cause a failure, resulting in a high safety factor. Further, in the case of a conventional engine, the torque is low until a predetermined number of revolutions (600 to 1000 rpm) is reached. However, in this engine, a drive assist by a permanent magnet causes a relatively low revolution like an electric motor. Even when the torque is high, fuel efficiency is good.

  According to the invention of claim 2, since the repulsive force due to the repulsive action of the permanent magnet is generated on both sides of the connecting rod, the piston can be moved smoothly along the cylinder, and the crankshaft can be rotated smoothly.

  According to the invention of claim 3, the engine performance can be further improved because the permanent magnet is generated only when the repulsive force of the permanent magnet is required and for a longer time.

1 is a perspective view of a 4-cycle engine according to an embodiment of the present invention. Sectional drawing of the said engine. (A) is a cross-sectional view at 30 degrees before passing through the bottom dead center of the engine, (b) a cross-sectional view when passing through the bottom dead center of the engine, (c) at 45 degrees after passing through the bottom dead center of the engine. Sectional drawing. The figure which shows the operation timing of the said engine. FIG. 6 is a transition diagram of the driving ability of the engine. Transition diagram of conventional engine drive capacity. (A) thru | or (d) is a figure explaining the air-fuel | gaseous mixture micronization effect | action in this engine.

  A four-cycle engine (hereinafter referred to as an engine) according to an embodiment of the present invention will be described with reference to the drawings. 1 and 2 show the configuration of the engine 1. The engine 1 is a reciprocating engine using gasoline as fuel, and obtains driving force through four processes of suction, compression, explosion, and exhaust. The engine 1 includes a cylinder 2 having a combustion chamber 2a therein, a piston 3 accommodated in the cylinder 2 in a reciprocating manner, a crankshaft 5 connected to the piston 3 via a connecting rod 4, a crankshaft 5 and a crankcase 6 for receiving and supporting 5. The crankcase 6 is located below the cylinder 2 and is configured integrally with the cylinder 2.

  The cylinder 2 includes a cylinder head 20 on the upper surface of a cylinder bore having a circular cross section, and a combustion chamber 2 a is defined between the cylinder head 20 and the top surface of the piston 3. The cylinder head 20 has an intake port 21a for sucking a mixture of fuel and air into the combustion chamber 2a, and an exhaust port 22a for discharging combustion gas from the combustion chamber 2a. Each port 21a, 22a Are opened and closed by an intake valve 21 and an exhaust valve 22, respectively. The cylinder head 20 also has a spark plug 23 for causing the air-fuel mixture in the combustion chamber 2a to explode. The intake valve 21 is normally closed by the spring force of the coil spring, and is opened when the cam nose rotates to push down the valve end. The exhaust valve 22 has the same configuration as described above. Note that the intake valve 21, the exhaust valve 22, and the spark plug 23 are covered with a cover 24.

  The piston 3 has a cylindrical outer shape, and a plurality of piston rings 31 are provided on the outer peripheral surface. The piston ring 31 includes a compression ring that suppresses gas leakage from the combustion chamber 2a, an oil ring that scrapes off excess oil on the inner peripheral surface of the cylinder 2, and the like. The piston 3 is rotatably connected to one end of the connecting rod 4 by a piston pin 32, and the other end of the connecting rod 4 is rotatably connected to a crank pin 51 of the crankshaft 5. The crankshaft 5 is rotationally driven by the reciprocating motion of the piston 3, and includes a crankpin 51, a crank journal 52, and a crank arm 53 that connects the crankpin 51 and the crank journal 52. Are supported by bearings 61 on both walls of the crankcase 6. The crankshaft 5 has a crank weight 54 for balancing the weight on the opposite side of the crank arm 53 to which the connecting rod 4 is connected (crank pin 51 side). The crank arm 53 and the crank weight 54 are provided on both sides of the connecting rod 4. A flywheel 10 is provided on one end side of the crank journal 52, and the flywheel 10 transmits driving force to a vehicle transmission or the like mounted on the engine 1.

  Here, the engine 1 of the present embodiment includes permanent magnets 7a and 7b on the crankshaft side of the piston 3 and the outer periphery side of the crankweight 54, respectively. These permanent magnets 7a and 7b are arranged such that the facing distance between the magnets 7a and 7b gradually decreases as the piston 3 approaches the bottom dead center, and the same poles face each other (for example, N Poles). The permanent magnets 7a and 7b assist the movement of the piston 3 in the direction away from the bottom dead center and the rotation of the crankshaft 5 by a repulsive action that occurs between the same poles when the same poles face each other. The permanent magnets 7a and 7b are made of magnets having a high magnetic flux density, such as neodymium magnets, and are installed corresponding to both crank weights 54. Here, the piston 3 and the crank weight 54 are provided at two locations. . The permanent magnets 7a and 7b have arcuate surfaces facing each other, the permanent magnet 7a is a concave surface, and the permanent magnet 7b is a convex surface. When the piston 3 moves and passes through the bottom dead center, the permanent magnets 7a and 7b are in a state where the rotation direction front ends of the magnets 7a and 7b face each other, and are within a predetermined rotation range even after passing through the bottom dead center. The permanent magnet 7b is formed longer than the permanent magnet 7a so as to keep facing the permanent magnet 7a (45 degrees after passing through the bottom dead center (see FIG. 3)).

  The operation in which the piston 3 and the crankshaft 5 are assisted by the permanent magnets 7a and 7b in the engine 1 configured as described above will be described with reference to FIG. As shown in FIG. 3A, when the piston 3 approaches the bottom dead center, the crankshaft 5 rotates so that the crank weight 54 side faces the piston 3 so that the piston 3 and the crank weight 54 come close to each other. Become. Along with this, the permanent magnets 7a and 7b are arranged such that the opposing distance gradually decreases as the magnet 7a is displaced downward and the magnet 7b is displaced in the crank rotation direction. It faces the rear end side in the rotational direction of 7a (here, around 30 degrees before the bottom dead center). Here, since the permanent magnets 7a and 7b do not have a repulsive action until they face each other, the movement of the piston 3 approaching the bottom dead center and the rotational movement of the crankshaft 5 are not hindered.

  When the piston 3 passes through the bottom dead center, as shown in FIG. 3 (b), the permanent magnets 7a and 7b face each other at the front end side in the rotation direction. The repulsive force generated by the repulsive action of the magnets 7a and 7b assists the movement away from the bottom dead center of the piston 3 and the rotational movement of the crankshaft 5. The permanent magnets 7a and 7b are displaced while the pistons 3 are kept facing each other even after passing through the bottom dead center, and as shown in FIG. 3C, the pistons 3 are positioned at 45 degrees after the bottom dead center. When it reaches, the rear end sides in the rotational direction of both the magnets 7a and 7b face each other. During this time, the piston 3 and the crankshaft 5 continue to receive assistance from the repulsive force of the permanent magnets 7a and 7b.

  Next, the function and effect of the engine 1 will be described. As shown in FIG. 4, the engine 1 performs the four steps of suction, compression, explosion, and exhaust by making the piston 3 perform four strokes. Therefore, the engine 1 is assisted by the repulsive force of the permanent magnet (hereinafter referred to as a magnet). The repulsion assist) occurs in two steps of compression and exhaust, in which the piston 3 moves from the bottom dead center toward the top dead center. The generation section of the magnet repulsion assist is from the bottom dead center to 45 degrees after passing through the bottom dead center.

  FIG. 5 shows the transition of the engine driving capability in each of the above steps in the engine 1, and FIG. 6 shows a conventional four-cycle engine as a comparative example. Here, for each process of suction, compression, explosion, and exhaust, the force for driving the engine drive is shown as a positive value, and the force that hinders the engine drive is shown as a negative value. As shown in these figures, in this engine, a driving propulsion force is generated by an explosion pressure in the explosion process, and a driving propulsion force is generated by a magnet repulsion assist in the compression process and the exhaust process. On the other hand, in the conventional engine, only the driving propulsion force due to the explosion pressure is generated, and it can be seen that the driving ability of this engine is higher than that of the conventional engine.

  As described above, according to the four-cycle engine 1 according to the present embodiment, the permanent magnets 7a and 7b are installed in the piston 3 and the crank weight 54, and the repulsive action of the permanent magnets 7a and 7b when the piston 3 passes through the bottom dead center. Since the repulsive force is generated and the repulsive force assists both the linear motion of the piston 3 and the rotational motion of the crankshaft 5, only at least two permanent magnets are used without providing a complicated electric system. Thus, driving force can be increased and engine performance can be improved.

  In addition, by installing the permanent magnets 7a and 7b in the existing conventional engine, the engine 1 can be manufactured relatively easily, so that the cost can be reduced. In addition, since there are few contact parts between the component parts, the parts are less likely to wear out and cause a failure, resulting in a high safety factor. In the case of a conventional engine, the torque is low until a predetermined number of revolutions (600 to 1000 rpm) is reached. However, in the present engine 1, it is relatively low like an electric motor by the assistance of the permanent magnets 7a and 7b. High torque is achieved even during rotation, and fuel efficiency is good.

  Further, since the permanent magnets 7a and 7b are installed corresponding to the crank weights 54, and the repulsive force due to the repulsive action of the permanent magnets 7a and 7b is generated on both sides of the connecting rod 4, the piston 3 is attached to the cylinder 2. Accordingly, the crankshaft 5 can be smoothly rotated.

  Further, when the piston 3 passes through the bottom dead center, the rotation direction front ends of the permanent magnets 7a and 7b are opposed to each other, and after passing through the bottom dead center, the permanent magnet 7b and the permanent magnet 7a are within a predetermined rotation range. Since they continue to face each other, they are generated only when the repulsive force of the permanent magnets 7a and 7b is necessary and for a longer time, so that the engine performance can be further improved.

  Here, the engine 1 has an effect of improving the combustion efficiency of the air-fuel mixture by the magnetic field action of the permanent magnet 7a, in addition to the above effect. This effect will be described with reference to FIG. As shown in FIG. 7A, when a mixture of air and fuel is sucked from the intake port 21a, the mixture of fuel molecules is dispersed into fine particles by the magnetic field action of the permanent magnet 7a, and the mixture is dispersed in the combustion chamber 2a. Regularly aligned (inhalation process). Next, as shown in FIG. 7B, when the piston 3 moves to the top dead center, the air-fuel mixture in the combustion chamber 2a is highly compressed and the flame propagation property becomes high (compression process). Next, as shown in FIG. 7C, in the explosion process, the highly compressed air-fuel mixture is ignited from the spark plug 23 and completely burned, thereby pushing down the piston 3 (explosion process). Finally, as shown in FIG. 7D, the combustion gas is discharged from the exhaust port 22a (exhaust process). According to such a combustion efficiency improvement effect, it is possible to reduce fuel consumption and improve engine performance.

  In addition, this invention is not restricted to the structure of the said embodiment, A various deformation | transformation is possible in the range which does not change the meaning of invention. For example, in the above description, a single-cylinder engine configuration in which one piston and a cylinder are provided for the crankshaft is shown, but a multi-cylinder structure may be provided by providing a plurality of pistons and cylinders.

1 4-cycle engine 2a Combustion chamber 2 Cylinder 3 Piston 4 Connecting rod 5 Crankshaft 53 Crank arm 54 Crankweight 7a Permanent magnet (permanent magnet on the piston side)
7b Permanent magnet (permanent magnet on the crank weight side)

Claims (3)

A piston that is reciprocally accommodated in a cylinder that defines a combustion chamber, and a crankshaft that is connected to the piston via a connecting rod and that is driven to rotate by the reciprocating motion of the piston. In a 4-cycle engine having a crank weight for balancing the weight on the opposite side of the connecting side of the connecting rod of the crank arm,
Permanent magnets are installed on each of the crankshaft side of the piston and the crankweight outer peripheral side,
These permanent magnets are arranged so that the interval between the permanent magnets gradually decreases as the piston approaches the bottom dead center, and the same poles face each other, and are generated between the same poles. 4. A four-cycle engine characterized by assisting movement of the piston in a direction away from bottom dead center and rotation of the crankshaft by a repulsive action.   The four-cycle engine according to claim 1, wherein the crank arm and the crank weight are provided on both sides of a connecting rod, and the permanent magnet is installed corresponding to each of the crank weights.   When the permanent magnet on the piston side and the permanent magnet on the crank weight side are arc-shaped, the former is a concave surface, the latter is a convex surface, and the piston moves and passes through the bottom dead center, The permanent magnets on the piston side are such that the front end sides in the rotational direction of both permanent magnets face each other and the permanent magnet on the crank weight side continues to face the permanent magnet on the piston side within the predetermined rotation range even after passing through the bottom dead center. The four-cycle engine according to claim 1, wherein the four-cycle engine is longer than the first cycle.

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