JP2017015093A - Engine and compressor - Google Patents

Abstract

PROBLEM TO BE SOLVED: To simplify and downsize components of a crank mechanism, and suppress vibration in a direction vertical to a power shaft, in a reciprocal engine or compressor.SOLUTION: An engine 30 includes: a power shaft 3; a plurality of cylinders 2 arranged along a predetermined circumference with the power shaft 3 as a center, and provided in substantial parallel with the power shaft 3; a plurality of piston 21 provided in each of the cylinder 2; a plurality of crank mechanisms 5, 6 connected to each of the pistons 21, and configured to convert reciprocative motion of the piston 21 to rotational motion; and power transmission mechanisms 17, 18 configured to transmit rotational motion converted by the respective crank mechanisms to the power shaft 3 and rotate the power shaft 3.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a reciprocating engine and a compressor.

  Conventionally, reciprocating engines and compressors are known. Patent Document 1 describes this type of engine. In this engine, the reciprocating motion of the piston is converted into the rotational motion of the crank, and the rotational motion of the crank is transmitted to the power shaft. The power shaft extends in a direction perpendicular to the moving direction of the piston.

  Patent Document 2 describes a water-cooled four-cycle engine. In this engine, a toothed drive pulley is fixed to the crankshaft, and a toothed driven pulley is fixed to the camshaft. A toothed timing belt is wound around the driving pulley and the driven pulley. In this engine, the rotation of the crankshaft is transmitted to the camshaft by the timing belt, and the intake valve and the exhaust valve are opened and closed by the cam integrated with the camshaft.

Japanese Patent Laying-Open No. 2015-161207 JP 2011-163141 A

  By the way, in a conventional reciprocating type engine, one crankshaft is provided for a plurality of pistons, and the crankshaft becomes relatively long. As a result, the engine itself becomes longer, which may increase the weight of the engine. In addition, since the crankshaft is provided with a plurality of crankpins corresponding to the plurality of pistons, the shape and structure of the crankshaft are complicated. Therefore, when it is required to manufacture a high-strength crankshaft with high accuracy, it is not easy to manufacture the crankshaft. In addition, since the moving direction of the piston is perpendicular to the power shaft, there is a risk that the vibration in the vertical direction becomes relatively large in the case of an automobile. In the case of a conventional reciprocating type compressor, the same problem occurs in the case of multiple cylinders.

  The present invention has been made in view of such circumstances, and in a reciprocating type engine or compressor, the components of the crank mechanism are simplified and miniaturized, and are perpendicular to the power shaft (or drive shaft). The purpose is to suppress vibration in the direction.

  In order to solve the above-described problems, a first invention includes a power shaft, and a plurality of cylinders arranged along a predetermined circumference centered on the power shaft, each provided substantially parallel to the power shaft. A plurality of pistons provided in each of the plurality of cylinders, a plurality of crank mechanisms connected to each of the plurality of pistons for converting a reciprocating motion of the pistons into a rotational motion, and converted by each of the plurality of crank mechanisms. The engine includes a power transmission mechanism that transmits the rotational motion to the power shaft to rotate the power shaft. The inventor named this engine “NS (NEW SYSTEM) engine”.

  According to a second invention, in the first invention, at least one of an intake valve and an exhaust valve provided in each cylinder head of the plurality of cylinders is a driving target, and the driving shaft is integrated with the driving shaft. And a valve pressing part that moves the valve to be driven by pushing the valve to be driven to the piston side at a position facing each cylinder head, and the valve to be driven is moved by the valve pressing part to the piston side. The valve is opened during the period, and when the valve pressing part is released, the valve returns to the original position by the elastic member and closes.

  According to a third aspect of the present invention, there is provided a drive shaft that rotates upon receiving power, a plurality of cylinders that are arranged along a predetermined circumference centered on the drive shaft, and that are provided substantially parallel to the drive shaft, A plurality of pistons that are provided in each of the cylinders to form a compression chamber in the cylinder, a plurality of crank mechanisms that are connected to each of the plurality of pistons and convert their own rotational motion into piston reciprocating motion, and drive The compressor includes a power transmission mechanism that converts the rotational motion of the shaft into the rotational motion of each of the plurality of crank mechanisms and transmits the rotational force of the drive shaft to each crank mechanism.

  In the first invention, a crank mechanism is provided for each piston. Therefore, compared with the conventional engine which provides one crankshaft with respect to a some piston, the component of each crank mechanism can be simplified and reduced in size. Each cylinder is provided substantially parallel to the power axis, and the moving direction of each piston is substantially parallel to the power axis. Therefore, vibration in a direction perpendicular to the power shaft can be suppressed. According to the first aspect of the invention, it is possible to provide an engine that can simplify and reduce the size of the components of the crank mechanism and can suppress vibration in a direction perpendicular to the power shaft.

  In the second invention, during operation of the engine, the valve pressing portion integrated with the power shaft rotates around the power shaft. At that time, the valve pressing portion pushes the valve to be driven to the piston side to open the valve at a position facing the cylinder head. When the valve pressing portion rotates and moves away from the driving target valve, the elastic member closes the driving target valve. Here, in the conventional engine, the rotational force of the crankshaft is transmitted to the camshaft using a timing belt and a pulley attached thereto, and the intake valve and the exhaust valve are opened and closed by the cam integrated with the camshaft. Conventionally, the structure of the valve drive mechanism is complicated and energy loss is large. On the other hand, in the second invention, the valve to be driven is opened and closed using the valve pressing unit integrated with the power shaft. There is no need to provide a timing belt or pulley. Therefore, compared with the conventional engine, the valve drive mechanism including the valve pressing portion can be simplified, and energy loss in the valve drive mechanism can be reduced.

  In the third invention, similarly to the first invention, in the compressor, the components of the crank mechanism can be simplified and miniaturized, and vibration in a direction perpendicular to the drive shaft can be suppressed.

1 is a perspective view of an engine according to Embodiment 1. FIG. Perspective view of valve drive disc View of the first support plate from the cylinder head side The second support plate as seen from the cylinder head side Diagram for explaining the inside of the direction change gearbox The figure for explaining the state during the intake stroke in the engine The figure for explaining the state in the compression stroke in the engine Illustration for explaining the state during the explosion stroke in the engine The figure for explaining the state in the exhaust stroke in the engine Diagram showing the transition of the stroke in each cylinder of the engine The perspective view of the principal part of the compressor concerning Embodiment 2.

<Embodiment 1>
Hereinafter, Embodiment 1 of the present invention will be described in detail with reference to FIGS. The following embodiment is an example of the present invention, and is not intended to limit the scope of the present invention, its application, or its use.

[1. Regarding the configuration of the internal combustion engine]
The engine 30 is a reciprocating type four-cycle multi-cylinder engine. The engine 30 is used as a power source of a moving body such as an automobile or a motorcycle. As shown in FIG. 1 and the like, the engine 30 is arranged along a power shaft 3 (output shaft) constituted by a straight shaft and a predetermined circumference (single circumference) centered on the power shaft 3. The plurality of cylinders 2 and a plurality of pistons 21 (see FIG. 6 and the like) provided in each of the plurality of cylinders 2 are provided.

  The power shaft 3 is supported by first to third support plates 31 to 33 provided with a bearing 8 that rotatably supports the power shaft 3 at the center. The three support plates 31 to 33 are arranged at intervals in the axial direction of the power shaft 3 and are provided perpendicular to the power shaft 3. A rectangular plate-like housing 1 that covers the outside of each cylinder 2 is attached to each of the support plates 31 to 33. 3 and 4, the housing 1 is hatched including the cut surface.

  Each cylinder 2 is formed in a substantially cylindrical shape. In each cylinder 2, a substantially columnar piston 21 is slidably provided in the axial direction. A combustion chamber is defined in each cylinder 2 by a piston 21. Each cylinder 2 is provided so that the axial direction is substantially parallel to the power shaft 3 and the cylinder head 2a faces one end side (the front side in FIG. 1) of the power shaft 3. All cylinders 2 have the cylinder head 2a facing the same side. All the cylinders 2 are arranged at the same position in the axial direction of the power shaft 3.

  Each cylinder 2 is fitted and fixed in the mounting holes of the first support plate 31 and the second support plate 32. A first support plate 31 shown in FIG. 3 supports the cylinder head 2 a side of each cylinder 2. The second support plate 32 shown in FIG. 4 supports the opposite side of each cylinder 2 from the cylinder head 2a.

  In the present embodiment, the engine 30 includes four cylinders 2. The four cylinders 2 are arranged at equiangular intervals (90 degree intervals) on the circumference of the same radius with the power shaft 3 as the center. The number of cylinders 2 in the engine 30 is not limited to four, and may be two, three, six, or eight, for example, or may be a number other than these.

  As shown in FIG. 3, a spark plug 12 for igniting the air-fuel mixture in the combustion chamber is provided at the center of each cylinder head 2a. Further, each cylinder head 2a is connected to a branch pipe of an intake manifold 10 for sucking an air-fuel mixture into the combustion chamber and a branch pipe of an exhaust manifold 9 for discharging combustion gas in the combustion chamber. Each branch pipe of the intake manifold 10 is provided with a fuel injector (not shown) for injecting fuel.

  In the intake manifold 10, for example, four branch pipes connected to each cylinder 2 are connected to one upstream pipe in the vicinity of the power shaft 3. Further, in the exhaust manifold 9, for example, two of the four branch pipes connected to each cylinder 2 merge on the upper side of the engine 30 in FIG. 3, and the remaining two of the branch pipes of the engine 30 in FIG. 3. It merges on the lower side. In addition, each structure of the intake manifold 10 and the exhaust manifold 9 is not limited to this embodiment.

  Each cylinder head 2 a is provided with an intake valve 22 that opens and closes an outlet (intake port) of the intake manifold 10 and an exhaust valve 23 that opens and closes an inlet (exhaust port) of the exhaust manifold 9. Each intake valve 22 is urged to the outside (right side in FIG. 6) of the cylinder 2 by an elastic member (not shown) such as a coil spring, and the valve face is pressed against the valve seat at the edge of each intake port. Each exhaust valve 23 is biased to the outside of the cylinder 2 by an elastic member (not shown) such as a coil spring, and the valve face is pressed against the valve seat at the edge of each exhaust port. Each intake valve 22 and each exhaust valve 23 is controlled to be opened and closed by a valve drive mechanism. Details of the valve drive mechanism will be described later.

  In each cylinder head 2a, as shown in FIG. 3, the intake valve 22, the spark plug 12, and the exhaust valve 23 are arranged in this order from the power shaft 3 side. In each cylinder 2, the intake valve 22 is provided closer to the power shaft 3 than the exhaust valve 23. The intake valve rods 16 (valve stems) of all the intake valves 22 have a first circumference centered on the power shaft 3 (the distance from the axis of the power shaft 3 to the axis of the intake valve rod 16 is a radius). It is arranged on the circumference. The exhaust valve rods 11 (valve stems) of all the exhaust valves 23 have a second circumference centered on the power shaft 3 (the distance from the axis of the power shaft 3 to the axis of the exhaust valve rod 11 is a radius). It is arranged on the circumference. The second circumference has a larger radius than the first circumference. In each cylinder 2, the exhaust valve 23 may be provided closer to the power shaft 3 than the intake valve 22.

  FIG. 5 is a view of the direction changing gear box 4 as viewed from the second support plate 32 side. One end of the connecting rod 6 is connected to each piston 21 by a piston pin 19. The other end side of the connecting rod 6 is connected to the crank arm 5 a of the crank 5 by a crank pin 20. The connecting rod 6 and the crank 5 constitute a crank mechanism. In the present embodiment, the engine 30 is further provided with a plurality of crank mechanisms that are connected to each of the plurality of pistons 21 and convert the reciprocating motion of the pistons 21 into rotational motion. The four cranks 5 are arranged at equiangular intervals around the power shaft 3.

  The crankshaft 5b of each crank 5 is provided substantially perpendicular to the power shaft 3 as shown in FIG. The axis of the power shaft 3 exists on the extension line of the axis of each crankshaft 5b. Each crankshaft 5b rotates counterclockwise when viewed from the power shaft 3 side. Each crankshaft 5 b is rotatably supported by a crank bearing 7 attached to the inner surface of the housing 1. Each crankshaft 5b passes through the peripheral wall portion 4a of the rectangular cylindrical direction changing gear box 4, and is also rotatably supported by the peripheral wall portion 4a. The direction change gear box 4 is attached to the inner surface of the third support plate 33.

  As shown in FIG. 5, a crankshaft side bevel gear 18 is fixed to each crankshaft 5 b inside the direction changing gear box 4. Each crankshaft side bevel gear 18 has a gear forming surface facing the power shaft 3 side. The four crankshaft side bevel gears 18 are arranged around the power shaft 3 at equal angular intervals.

  A power shaft side bevel gear 17 having a larger diameter and a larger number of gears than the crank shaft side bevel gear 18 is fixed to the power shaft 3. The power shaft side bevel gear 17 is disposed on the third support plate 33 side inside the direction changing gear box 4, and the gear forming surface faces the cylinder 2 side (one end side of the power shaft 3).

  Inside the direction change gear box 4, the crankshaft side bevel gears 18 are meshed with the power shaft side bevel gears 17. The four crankshaft side bevel gears 18 and the one power shaft side bevel gear 17 constitute a power transmission mechanism. In the present embodiment, the engine 30 further includes a power transmission mechanism that transmits the rotational motion converted by each of the plurality of crank mechanisms to the power shaft 3 to rotate the power shaft 3. The power transmission mechanism converts the rotational motion of each crankshaft 5b into the rotational motion of the power shaft 3 perpendicular to each crankshaft 5b.

  The engine 30 further includes a valve drive mechanism that drives each of the intake valve 22 and the exhaust valve 23. The valve drive mechanism is integrated with the power shaft 3. The valve drive mechanism rotates with the power shaft 3 around the power shaft 3. As shown in FIG. 2, the valve drive mechanism includes a valve drive disc 13 fixed to the power shaft 3, and an intake projection 15 projecting from the inner surface (surface on the cylinder 2 side) of the valve drive disc 13. (Intake cam) and an exhaust projection 14 (exhaust cam) protruding from the inner surface of the valve drive disc 13. The intake convex portion 15 and the exhaust convex portion 14 correspond to a valve pressing portion. The intake convex portion 15 is disposed closer to the power shaft 3 than the exhaust convex portion 14 on the inner surface of the valve driving disc 13.

  The valve drive disk 13 has a size (radius) sufficient to cover the outer valve of the intake valve 22 and the exhaust valve 23, and is provided so as to face the cylinder head 2a of each cylinder 2 with a space therebetween. It has been. The valve driving disc 13 constitutes a valve driving plate, and a circular plate-like member may be used as in the present embodiment, or a plate-like member of another shape (for example, a polygon) may be used. Good.

  The intake convex portion 15 is an arc-shaped convex portion that is partially formed along the circumference of the same radius as the first circumference around the power shaft 3 on the inner surface of the valve drive disc 13. is there. The intake convex portion 15 rotates together with the power shaft 3 and the valve drive disc 13 and is positioned at the position facing each cylinder head 2a with respect to each cylinder 2 and the intake valve rod 16 of the intake valve 22 provided on the cylinder head 2a. Is pushed toward the piston 21 to move the intake valve 22.

  The intake valve 22 is opened over a period in which the intake valve 22 is pushed by the intake convex portion 15 and moves to the piston 21 side. During this period, the elastic member pressing the valve face of the intake valve 22 against the valve seat contracts. When the intake convex portion 15 passes through the position facing the cylinder head 2a and the intake convex portion 15 moves away from the intake valve rod 16, the intake valve 22 returns to the original position by the restoring force of the elastic member. Close the valve. Note that the intake convex portion 15 has a slope at least at the leading end in the rotational direction.

  The exhaust convex portion 14 is an arc-shaped convex portion that is partially formed on the inner surface of the valve driving disc 13 along the circumference of the same radius as the second circumference around the power shaft 3. is there. The exhaust convex portion 14 rotates together with the power shaft 3 and the valve drive disc 13, and the exhaust valve rod 11 of the exhaust valve 23 provided on the cylinder head 2 a at a position facing the cylinder head 2 a for each cylinder 2. Is pushed to the piston 21 side to move the exhaust valve 23.

  The exhaust valve 23 is opened over a period in which the exhaust valve 23 is pushed by the exhaust projection 14 and moves to the piston 21 side. During this period, the elastic member that has pressed the valve face of the exhaust valve 23 against the valve seat contracts. When the exhaust convex portion 14 passes through the position facing the cylinder head 2a and the exhaust convex portion 14 moves away from the exhaust valve rod 11, the exhaust valve 23 returns to the original position by the restoring force of the elastic member. Close the valve. In addition, the exhaust convex part 14 has a slope at least at the front side in the rotational direction.

  The valve drive disc 13 shown in FIG. 2 is provided with a protrusion for convenience in a position corresponding to the ignition position. In FIG. 2, the valve drive disc 13 rotates counterclockwise. In each cylinder 2, the spark plug 12 ignites the air-fuel mixture at the timing when the protrusion comes right next to the spark plug 12 (the timing when the piston 21 comes close to the compression top dead center). The ratio between the number of teeth of the crankshaft side bevel gear 18 and the number of teeth of the power shaft side bevel gear 17 is 1: 2. Therefore, when the crankshaft side bevel gear 18 rotates twice, the power shaft side bevel gear 17 rotates once. That is, when the piston 21 reciprocates twice (when four strokes of suction, compression, expansion, and exhaust are performed), the power shaft 3 rotates once. When the piston 21 reciprocates halfway, the valve drive disk 13 rotates 90 degrees.

  The protrusion is provided at a position advanced by approximately 90 degrees (for example, 90 to 100 degrees) counterclockwise from the top of the exhaust projection 14. Therefore, in each cylinder 2, the valve drive disk 13 rotates approximately 90 degrees after ignition by the spark plug 12, and the timing at which the leading side of the exhaust projection 14 comes directly beside the exhaust valve 23 (the piston 21 is dead dead). When the point is reached, the exhaust valve 23 is pushed by the exhaust projection 14 to open. The exhaust projection 14 is formed over an angular range of approximately 90 degrees (for example, 90 to 100 degrees) with the power shaft 3 as the center. Therefore, in each cylinder 2, the valve drive disk 13 rotates approximately 90 degrees after the exhaust valve 23 is opened, and the rear end of the exhaust projection 14 passes just beside the exhaust valve 23 (the piston 21 is moved upward). At the timing when the dead point is reached), the exhaust projection 14 is separated from the exhaust valve 23 and the exhaust valve 23 is closed. Strictly speaking, the exhaust valve 23 is closed slightly after the timing when the piston 21 passes through the top dead center.

  Here, in the rotation direction of the valve driving disk 13, the leading end of the intake convex portion 15 is at the same angular position as the tail of the exhaust convex portion 14. For this reason, the timing at which the exhaust valve 23 is closed is substantially the same as the timing at which the intake valve 22 is opened. Strictly speaking, the leading end of the intake convex portion 15 in the rotational direction of the valve driving disc 13 is located at the top of the exhaust convex portion 14 so that the intake valve 22 is opened shortly before the exhaust valve 23 is closed. It extends to the top side of the exhaust projection 14 slightly from the rear.

  In each cylinder 2, the intake valve 22 is pushed by the intake convex portion 15 and opened at the timing when the leading side of the intake convex portion 15 comes directly beside the intake valve 22 (timing when the piston 21 reaches top dead center). I speak. The intake convex portion 15 is formed over an angular range of approximately 90 degrees (for example, 90 to 100 degrees) with the power shaft 3 as the center. For this reason, in each cylinder 2, the valve driving disk 13 rotates approximately 90 degrees after the intake valve 22 is opened, and the rear end of the intake convex portion 15 passes just beside the intake valve 22 (the piston 21 is At the timing when the dead point is reached), the intake convex portion 15 is separated from the intake valve 22 and the intake valve 22 is closed. Strictly speaking, the intake valve 22 is closed slightly after the timing when the piston 21 passes through the bottom dead center.

[2. Operation of internal combustion engine]
In each cylinder 2, the four steps of the intake stroke, the compression stroke, the explosion stroke (expansion stroke), and the exhaust stroke are repeated in this order.

  Specifically, in each cylinder 2, as shown in FIG. 6, the intake valve 22 is pushed to the piston 21 side by the intake convex portion 15 to open, and the piston 21 moves to the bottom dead center side. An intake stroke is performed. In the intake stroke, an air-fuel mixture mixed with fuel injected from the fuel injector flows into the combustion chamber through the intake manifold 10.

  Subsequently, the intake convex portion 15 passes, the intake valve 22 returns to its original position and closes, and the piston 21 moves to the top dead center side as shown in FIG. Is called. In the compression stroke, the exhaust valve 23 is also closed. In the compression stroke, the air-fuel mixture sucked into the combustion chamber in the intake stroke is compressed.

  Subsequently, an ignition stroke in which the air-fuel mixture burns is performed by igniting the air-fuel mixture with the spark plug 12 at the timing when the piston 21 reaches near the top dead center. In the explosion stroke, the intake valve 22 and the exhaust valve 23 are closed. As shown in FIG. 8, the gas in the combustion chamber expands due to combustion and the piston 21 is pushed to the bottom dead center side.

  Subsequently, as shown in FIG. 9, the exhaust valve 23 is pushed toward the piston 21 side by the exhaust projection 14 to open, and the piston 21 moves toward the top dead center side, so that an exhaust stroke is performed. In the exhaust stroke, the combustion gas burned in the combustion stroke is discharged from the combustion chamber through the exhaust manifold 9. When the exhaust projection 14 passes, the exhaust valve 23 returns to the original position and closes.

  FIG. 10 is a diagram showing the transition of the stroke in each cylinder 2 of the engine 30, as viewed from the cylinder head 2a side. In FIG. 10, the power shaft 3 rotates clockwise. Since the valve driving disk 13 also rotates clockwise, each stroke is performed clockwise by four cylinders 2 (in FIG. 10, the cylinder 2 of the intake stroke is rotated clockwise (lower right, lower left, upper left, Are listed in the order in the upper right)). In addition, a cylinder 2 for the intake stroke, a cylinder 2 for the compression stroke, a cylinder 2 for the explosion stroke, and a cylinder 2 for the exhaust stroke are arranged counterclockwise. The four cylinders 2 perform different strokes. Each time the power shaft 3 rotates 90 degrees, the process in each cylinder 2 changes in the order of the intake stroke, the compression stroke, the explosion stroke, and the exhaust stroke.

[3. Effects of the embodiment]
In the present embodiment, a crank mechanism is provided for each piston 21, and the rotational motion of the crankshaft 5 b of each crank mechanism is transmitted to the power shaft 3 perpendicular to the crankshaft 5 b using the bevel gears 17 and 18. Therefore, compared with the conventional engine which provides one crankshaft with respect to a some piston, the component of each crank mechanism can be simplified and reduced in size. Each cylinder 2 is provided substantially parallel to the power shaft 3, and the moving direction of each piston 21 is substantially parallel to the power shaft 3. Therefore, vibration in a direction perpendicular to the power shaft 3 can be suppressed. According to the present embodiment, it is possible to provide the engine 30 that can simplify and downsize the components of the crank mechanism and can suppress vibration in a direction perpendicular to the power shaft 3.

  Further, in the present embodiment, since the plurality of cylinders 2 are arranged at equiangular intervals in the circumferential direction around the power shaft 3, the engine 30 can be collectively compacted, and the weight of the engine 30 can be reduced. Can be planned. That is, the engine 30 can be designed compactly by the structure of the three-dimensional thinking, maintenance is easy, and the weight of the engine 30 can be reduced. Therefore, it is possible to improve the fuel consumption of the moving body equipped with the engine 30 and reduce the exhaust gas.

  In the present embodiment, the centers of the cylinders 2 are on the same circumference. Therefore, the piping of the manifolds 9 and 10 extending from the exhaust port or the intake port of each cylinder 2 is easy.

  In the present embodiment, the convex portions 14 and 15 (valve pressing portions) integrated with the power shaft 3 rotate around the power shaft 3 during operation of the engine 30. At that time, the convex portions 14 and 15 push the valves 22 and 23 to be driven to the piston 21 side to open them at positions facing the cylinder head 2a. And if the convex parts 14 and 15 leave | separate from the valves 22 and 23 to be driven, the elastic member closes the valves 22 and 23 to be driven. Unlike conventional engines, there is no need to provide timing belts or pulleys. Therefore, compared with the conventional engine, the valve drive mechanism can be simplified, and the energy loss in the valve drive mechanism can be reduced.

  Moreover, in this embodiment, since a crank mechanism and a valve drive mechanism can be simplified, the number of parts can be reduced. Moreover, manufacture and assembly of the components of the engine 30 can be facilitated. Therefore, the cost of the engine itself including the engine development cost can be reduced.

  In the present embodiment, each cylinder 2 is parallel to the power shaft 3, and the center of each cylinder 2 is disposed on the same circumference centering on the power shaft 3. Therefore, the intake valves 22 and the exhaust valves 23 of all the cylinders 2 can be opened and closed by the two rows of convex portions 14 and 15 formed by changing the radius and the arc length on one surface of the valve driving disc 13. it can. That is, the convex portions 14 and 15 can be shared by all the cylinders 2. In the present embodiment, the half-reciprocation of the piston 21 corresponds to the 90-degree rotation of the valve drive disc 13, and the rotation angle of the valve drive disc 13 with respect to the change amount of the crank angle is easy to understand visually. Adjustment of the overlap between the intake valve 22 and the exhaust valve 23 is also easy.

  In the present embodiment, the crank angle of the piston 21 is set to be different by 360 degrees between the pair of cylinders 2 that are opposed to each other with the power shaft 3 interposed therebetween (in this case, the angle of the crank pin with the crank shaft as the center). The position is the same). In FIG. 10, the crank angle of the piston 21 is 360 degrees different between the upper right cylinder 2 and the lower left cylinder 2, and the crank angle of the piston 21 is 360 degrees different between the upper left cylinder 2 and the lower right cylinder 2. In the pair of cylinders 2 facing each other with the power shaft 3 interposed therebetween, when one piston 21 moves forward to the cylinder head 2a side, the other piston 21 also moves forward, and when one piston 21 moves backward, the other piston 21 moves forward. 21 also moves backward. Further, in the pair of cylinders 2 facing each other with the power shaft 3 interposed therebetween, the connecting rod 6 is opposite to the straight line connecting the centers of the cylinders 2 while the piston 21 is moving forward or backward as shown in FIG. Facing. Moreover, in the cylinder 2 adjacent in the circumferential direction centering on the power shaft 3, the crank angle of the piston 21 is set to be different by 180 degrees, and the moving direction of the piston 21 is reversed. As described above, the vibrations of the four pistons 21 cancel each other, and the vibration of the engine 30 can be reduced.

  In the present embodiment, the ratio (gear ratio) between the number of teeth of the crankshaft side bevel gear 18 and the number of teeth of the power shaft side bevel gear 17 is 1: 2, so that the power shaft side bevel gear 17 rotates once. In addition, four processes are performed. In the four cylinders 2, as shown in FIG. 10, the explosion stroke is performed in turn every 90 degrees with respect to the angular position of the power shaft 3. Therefore, the power shaft 3 can be smoothly rotated. In the engine 30, the cycle can be arbitrarily changed according to the number of cylinders 2 (the number of cylinders), the above-described gear ratio, and the meshing position between the crankshaft side bevel gear 18 and the power shaft side bevel gear 17.

[4. Modification 1]
In the engine 30 according to the first modification, a support bevel gear is provided so as to face the power shaft side bevel gear 17, and each crankshaft side bevel gear 18 is sandwiched between the power shaft side bevel gear 17 and the support bevel gear. The supporting bevel gear is attached to a rotating shaft different from the power shaft 3 and is idled. Thereby, the meshing of each crankshaft side bevel gear 18 with the power shaft side bevel gear 17 can be stabilized, and the wear of both the bevel gears 17 and 18 can be reduced.

[5. Modification 2]
In the engine 30 according to the modified example 2, each of the intake convex portion 15 and the exhaust convex portion 14 is within a predetermined radial range on the valve driving disc 13 (a range of about the width of the convex portions 14 and 15). Is movably provided.

  The intake convex portion 15 is pressed inward by the elastic member. Therefore, as the rotational speed of the power shaft 3 increases and the centrifugal force increases, the elastic member contracts and the intake convex portion 15 moves outward. In this case, by increasing the protrusion height toward the inner side in the width direction of the intake convex portion 15, the lift amount of the intake valve 22 is increased as the intake convex portion 15 moves radially outward within a predetermined range. be able to. Further, by increasing the slope on the leading side of the intake convex portion 15 (by advancing the leading position), the more the intake convex portion 15 moves radially outward, the more the intake valve 22 opens. The start timing can be advanced.

  Similarly, the exhaust projection 14 is pressed inward by the elastic member. Therefore, as the rotational speed of the power shaft 3 increases and the centrifugal force increases, the elastic member contracts and the exhaust projection 14 moves outward. In this case, by increasing the protrusion height toward the inner side in the width direction of the exhaust convex portion 14, the lift amount of the exhaust valve 23 is increased as the exhaust convex portion 14 moves outward in the radial direction within a predetermined range. be able to. Further, by increasing the slope on the leading side of the exhaust convex portion 14 (by advancing the leading position), the exhaust valve 23 opens as the exhaust convex portion 14 moves outward in the radial direction. The start timing can be advanced. According to the second modification, the intake valve 22 and the exhaust valve 23 can be configured as high and low speed variable valves with a simple configuration. The high / low speed variable valve can be realized by a movable configuration using centrifugal force other than the above-described method.

  The intake valve 22 and the exhaust valve 23 may be variable valves using other means. For example, the front side or the rear side of the intake convex portion 15 is divided, and the divided body is switched between a state of projecting from the valve drive disc 13 and a state of not projecting, so that the circumference of the valve drive disc 13 is changed. The length of the intake convex portion 15 in the direction may be changed. That is, a divided body that moves continuously in the thickness direction of the valve driving disk 13 by a motor or the like may be provided continuously to the head side or the tail side of the main body of the intake convex portion 15. The motor can be arbitrarily controlled based on the operating state of the engine 30 and the like. A similar configuration can be adopted for the exhaust projection 14.

[6. Other variations]
In the above embodiment, the engine 30 may be used as a generator (engine generator).

  In the above embodiment, a worm gear having a large reduction ratio may be used instead of the bevel gear. Moreover, you may transmit the rotational motion of the crankshaft 5b of each crank mechanism to the power shaft 3 perpendicular | vertical to the crankshaft 5b using gears other than a bevel gear or a worm gear.

  In the above embodiment, the engine 30 is a four-cylinder four-cycle engine. However, the present invention is not limited to this, and the ratio (gear ratio) between the number of teeth of the crankshaft side bevel gear 18 and the number of teeth of the power shaft side bevel gear 17 is changed. A multi-cycle engine may be used. For example, in a 6-cylinder engine, the aforementioned gear ratio may be 1: 3 and a 6-cycle engine may be used. In this case, in addition to the exhaust convex portion 14 and the intake convex portion 15, in addition to the exhaust convex portion 14 and the intake convex portion 15, in the valve driving disc 13, the scavenging suction step and the scavenging exhaust step can be performed after the exhaust step. The scavenging suction convex part formed over an angular range of approximately 60 degrees from substantially the same angular position as the rear end of 15 and the angular range of approximately 60 degrees from substantially the same angular position as the rear tail of the scavenging suction convex part. The formed scavenging exhaust projection is provided. The exhaust convex portion 14 and the intake convex portion 15 are also formed over an angle range of approximately 60 degrees. Thereby, it is possible to improve the fuel consumption of moving bodies, such as a car, and to reduce exhaust gas.

  In the above embodiment, the engine 30 is a gasoline engine, but other types of engines such as diesel and HCCI may be used. Further, a supercharger may be used.

<Embodiment 2>
A second embodiment of the present invention will be described with reference to FIG. The second embodiment is a reciprocating type multi-cylinder compressor 130. The compressor 130 includes a drive shaft 103 (input shaft) configured by a straight shaft, and a plurality of cylinders 2 arranged along a predetermined circumference (single circumference) around the drive shaft 103. And a plurality of pistons 21 provided in each of the plurality of cylinders 2. Although only one cylinder 2 is shown in FIG. 11, as in FIG. 1, the plurality of cylinders 2 are arranged at equiangular intervals on the circumference of the same radius centered on the drive shaft 103. .

  A piston 21 is slidably provided in each cylinder 2 in the axial direction. A compression chamber is defined by a piston 21 in each cylinder 2. Each cylinder 2 is provided so that the axial direction is substantially parallel to the drive shaft 103 and the cylinder head faces one end side (right side in FIG. 11) of the drive shaft 103. All the cylinders 2 are arranged at the same position in the axial direction of the drive shaft 103.

  Each cylinder 2 is connected to an intake pipe 110 for sucking the gas before compression into the compression chamber and a discharge pipe 109 for discharging high-pressure gas after compression from the compression chamber. Each cylinder 2 is provided with an intake valve 122 that opens and closes the outlet (intake port) of the intake pipe 110 and a discharge valve 123 that opens and closes the inlet (discharge port) of the discharge pipe 109.

  In addition, the compressor 130 is connected to each of the plurality of pistons 21 and converts the rotational motion of the piston 21 into reciprocating motion of the piston 21 and the rotational motion of the drive shaft 103 to the plurality of crank mechanisms. And a power transmission mechanism that converts the rotational force of the drive shaft 103 to each of the crank mechanisms 5 and 6 by converting into the rotational motions 5 and 6. The crank mechanisms 5 and 6 and the power transmission mechanism employ the same configuration as that of the first embodiment.

  In the compressor 130, each intake valve 122 is pressed against the valve seat of each intake port by an elastic member (not shown) such as a coil spring. When the piston 21 moves to the bottom dead center side from this state, the internal pressure of the compression chamber decreases, the intake valve 122 opens, and an intake stroke is performed in which gas is drawn from the intake pipe 110 into the compression chamber. Each discharge valve 123 is pressed against the valve seat of each discharge port by an elastic member (not shown) such as a coil spring. When the piston 21 moves to the top dead center side after the intake stroke, the compression stroke is performed. When the internal pressure of the compression chamber exceeds a predetermined value, the discharge valve 123 is opened, and high-pressure gas is discharged from the compression chamber to the discharge pipe 109. The

  The present invention is applicable to a reciprocating type engine or a compressor.

2 cylinder 3 power shaft
5 Crank (Crank mechanism)
6 Connecting rod (Crank mechanism)
14 Exhaust convex part (valve pressing part)
15 Convex part for intake (valve pressing part)
17 Power shaft side bevel gear (power transmission mechanism)
18 Crankshaft side bevel gear (power transmission mechanism)
20 Crank Pin 21 Piston 22 Intake Valve 23 Exhaust Valve 30 Engine 103 Drive Shaft 122 Intake Valve 123 Discharge Valve 130 Compressor

Claims (3)

A power shaft,
A plurality of cylinders arranged along a predetermined circumference centered on the power shaft, each provided substantially parallel to the power shaft;
A plurality of pistons provided in each of the plurality of cylinders;
A plurality of crank mechanisms connected to each of the plurality of pistons for converting reciprocating motion of the pistons into rotational motion;
An engine comprising: a power transmission mechanism that transmits the rotational motion converted by each of the plurality of crank mechanisms to the power shaft to rotate the power shaft. At least one of an intake valve and an exhaust valve provided in each cylinder head of the plurality of cylinders is a driving target, and is integrated with the power shaft and rotated around the power shaft. A valve pressing part that moves the valve to be driven by pushing it toward the piston at the facing position,
The valve to be driven is opened during a period in which the valve is pressed by the valve pressing portion and moves toward the piston, and when the valve pressing portion is released, the valve is returned to its original position by an elastic member and is closed. The engine according to claim 1. A drive shaft that rotates under power,
A plurality of cylinders arranged along a predetermined circumference centered on the drive shaft, each provided substantially parallel to the drive shaft;
A plurality of pistons provided in each of the plurality of cylinders to form a compression chamber in the cylinder;
A plurality of crank mechanisms connected to each of the plurality of pistons for converting their own rotational motion into piston reciprocation;
A compression mechanism comprising: a power transmission mechanism that converts the rotational motion of the drive shaft into the rotational motion of each of the plurality of crank mechanisms, and transmits the rotational force of the drive shaft to each crank mechanism. Machine.

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