JPS5844238A - Braking device for internal-combustion engine - Google Patents

Abstract

PURPOSE:To brake an internal-combustion engine, by altering the time of opening and closing of its intake and exhaust valves to cause compressor action so that air absorbs the kinetic and inertial energy of the engine. CONSTITUTION:An intake cam unit 19 and an exhaust cam unit 20 are mounted on a cam shaft 12. The intake cam unit 19 consists of a cam 19A for engine action and another cam 19B for compressor action. The exhaust cam unit 20 consists of a cam 20A for engine action and another cam 20B for compressor action. The cams 19A, 19B, and 20A, 20B are placed at appropriate intervals and at required angles to each other. The cams 19A, 20A drive tappet 21 once per rotation of the cam shaft 12, while the cams 19B, 20B drive the tappet twice per rotation of the cam shaft. The cams 19B, 20B for compressor action are brought into contact with the tapppets 21 by a cam changeover unit 23 at one end of the cam shaft 12 to cause the air compressor action for braking.

Description

[Detailed description of the invention] The present invention relates to a braking device for an internal combustion engine that also provides braking force.

Conventional braking devices for vehicles include friction brakes, shoe brakes, 'lIII@brakes (including exhaust brakes), all of which are applied to the vehicle itself or internal combustion engine.
IIl! It merely eliminates the kinetic energy and inertial energy that it possesses. Furthermore, friction brakes have the disadvantage that asbestos is released as the friction plate wears out, causing asbestos pollution. Among engine brakes, for example, as shown in Japanese Utility Model Publication No. 412,664, there is a small gap in the closing of the exhaust valve during the compression and expansion strokes of the piston when the brake is operated, and this gap is closed to perform the braking action. □ devices that discharge unburned gases only cause pollution (and cause afterburn, causing vehicle breakdowns.Furthermore, conventional exhaust brakes emit unburned gases and cause pollution). , lubricant contamination, afterburn,
There are many drawbacks such as car knock, dry engine engine, excessive smoke emitted from the diesel engine, and abnormal noise.

By the way, all internal combustion engines, such as gasoline engines, diesel engines, and rotary engines, compress air-fuel mixture or only air in a cylinder, and then inject fuel into this and cause it to explode to generate thermal energy. , converting this thermal energy into mechanical energy. Therefore, in any internal combustion engine, there are 4 cycle, 2 cycle,
Regardless of the rotary type, there is a compression stroke, and if the fuel supply is stopped while the engine is running, while inertial energy is working on the engine, air is sucked in from the intake port and compressed once in the cylinder, and this compressed air is The air then expands again and is discharged to the outside through the exhaust port. There are two types of inertial energy acting on the engine: the inertial energy acting on the engine itself and the inertial energy possessed by the vehicle on which the engine is mounted, and this inertial energy is extremely large. Furthermore, not only when the vehicle is stopped but also while driving, the kinetic energy can be used in ways other than reducing engine speed (reducing fuel supply).
For example, it may be extinguished by a braking device.

The present invention brakes the engine so that the characteristics of the internal combustion engine and the inertial energy and kinetic energy that would otherwise be wasted can be effectively utilized. In other words, when the engine is stopped or decelerated, if the fuel supply to the engine is stopped and only air is supplied, and the exhaust valve opening/closing timing is changed, the kinetic energy or inertial energy acting on the engine will be reduced by the intake air. By compressing the air, the compressed energy can be absorbed by the air, and as the compressed energy is absorbed by the air, the engine decelerates.

The present invention further develops the above idea, provides stronger braking force, and obtains compressed air more effectively.

In other words, in a 4-cycle internal combustion engine, the compression stroke is only once for every 2 piston reciprocations, so the valve drive cam is modified to open and close the intake and exhaust valves twice for each 2 piston reciprocations.
By changing the cycle to intake/exhaust/intake/exhaust, it is possible to obtain twice as much compressed air and double the braking force. In two-stroke engines and rotary engines, braking force can be obtained by installing new valves at the intake port, exhaust port, and each air port.

An important object of the present invention is to provide a braking device for an internal combustion engine that brakes the engine by absorbing the kinetic energy and inertial energy of the internal combustion engine into air by applying a compressor to the internal combustion engine.

Another important object of the present invention is to provide a high efficiency and An object of the present invention is to provide a pollution-free braking device for an internal combustion engine.

Another object of the present invention is to provide a braking device for an internal combustion engine that can use compressed air obtained by applying a compressor to the internal combustion engine for other purposes.

Another object of the invention is to provide engine action to a part of the internal combustion engine.
It is an object of the present invention to provide a braking device for an internal combustion engine that allows another part to perform a compressor action and to perform this continuously.

In order to achieve such an object, the braking device for an internal combustion engine of the present invention is a braking device for an internal combustion engine that is mounted on a vehicle, and wherein at least one air chamber of the internal combustion engine is supplied with fuel and air. The engine is running in a closed state, and the fuel supply is stopped and only air is supplied, or both the intake and exhaust valves of the air chamber are closed, or the intake valve is slightly open. It is constructed so that it can be operated in two states: when it is closed and when it is off.

Note that the carrot action in the present invention refers to an action that causes an internal combustion engine to perform four strokes of intake, compression, explosion, and exhaust, and the compressor action refers to an action that causes an internal combustion engine to perform two strokes of intake and exhaust (which may include a compression stroke). That's what I mean.

Next, embodiments of the present invention will be described based on the drawings. (1
) is a 4-stroke, 6-cylinder gasoline engine installed in ordinary passenger cars. (2) is the gasoline engine (
1), six cylinders are formed in parallel in the body (3), and the piston (4) in this cylinder (2) is connected to the crankshaft (7) by a connecting rod (5) and a crank arm (6). connected. Reference numeral (8) denotes an intake port which is opened and closed by an intake valve (9), which is driven by a camshaft via the right rocker arm OI and the bushing rod αυ.

Reference numeral a3 denotes an exhaust port that is opened and closed by the exhaust valve I, which, like the intake valve (9), is driven by the camshaft QIK via a rocker arm a and a push rod (not shown). be done.

As shown in Fig. 1, the camshaft is divided into a camshaft (12A) for the left four cylinders and a camshaft (12B) for the right two cylinders. Is the crankshaft 4?) f: Small diameter sprocket installed (16 mm (168)) and large diameter sprocket installed on the camshaft (
It is rotated by a crankshaft (7) via a 17-m insert (17B) and a chain 7 (18-m) and (10) that connect these. The number of teeth of the large diameter sprocket αη is twice that of the small diameter sprocket (2), and when the crankshaft (7) makes one revolution, the camshaft (2) makes half a revolution. The camshaft (2)k is formed with six cams each for intake and exhaust for causing the internal combustion engine to act as a compressor. The intake cam (to) is the cam (to) used when the engine operates.
19mm) and a cam (191) that acts as a compressor.
1), and the exhaust cam (2) similarly consists of an engine cam (20mm) and a compressor cam (20B). The cam (19A) and the cam (19!I) and the cam (20AJ and the cam (20!) are respectively positioned at appropriate intervals and at a required angle to each other.The cam (19A) and the cam (191B), a valve closing portion is provided at the intermediate portion of the cam (20AJ) and the cam (2ON1), respectively.

As shown in Figure 5, the engine cams (19mm) and (20A) are inclined cams with the outer peripheral surface of the egg-shaped cams used in normal internal combustion engines inclined. (20B) is as shown in Figure 6,
This is a tilted cam with two newly formed egg-shaped cam protrusions at almost symmetrical positions with respect to the cam shaft center. The compressor cam drives the tappet (2) twice.
The cam shown in Fig. 8 and Fig. 915@ is an intake cam, and the engine cam and compressor cam are inclined cams having the same shape as the engine cam (19A), luxury cam (19B), and compressor cam (19B), respectively. , a protrusion is formed at the intermediate portion thereof, that is, at the intermediate connecting portion between the engine cam and the compressor cam, as shown in cross section in FIGS. 8 and 9. As shown in Figure 7, when the tappet comes into contact with the protrusion, the intake valve remains open with a small gap, and when the tappet falls into the grooves on both sides of the protrusion, the intake valve is completely closed. are doing. In other words, the protrusion @ opens the intake valve when starting the internal combustion engine when it is operated as an air compressor and when maintaining the pressure of the compressed air storage container constant, thereby applying a load to the internal combustion engine without compressing the engine. This is a means of reducing the load.

10th v! The cam shown in Q is another variation of the engine cam and compressor cam.

This cam has an engine cam and a compressor cam continuously formed. (In this case, a roller tappet is used.) The camshaft (12 sets includes 1 gear (not shown), but the fuel fEy pump drive cam and destroyer drive gear, etc. necessary for driving the internal combustion engine are located at appropriate locations. The engine cam, compressor cam, fuel pump driving force gear, destroyer drive gear, etc. installed on the camshaft are integrally formed with the camshaft, and a large diameter sprocket (17 mm
7B) is slidably attached via a key. Also, one end of each of the cam shafts (12 mm (12B)) is rotatably and slidably supported via a bearing (for example, a slide bearing), and the other end is rotatably and slidably supported. The camshaft is supported by a bearing, and at the same time a camshaft axial drive device (i.e., a cam switching device) l is provided.

The cam switching device f! 1 (2) is configured as shown in FIG. 14, for example. In other words, the large-diameter sprocket 071 located at the end of the camshaft @ is attached to the camshaft via a sliding key so that it can slide freely relative to the camshaft, and this sprocket is fixed or integrated with the body (3). It is held by a holding plate (c) formed on the holder so as not to move from side to side.

(to) is a groove wheel that is fixed to the camshaft or is formed integrally with the camshaft like a cam, and the groove (to) of this groove wheel (to) is
The bifurcated portion (27&) of the shifter @ is engaged with 6&), and the shifter is swingably supported via a pin by a support member (2) fixed to the body (3) at approximately the center thereof. has been done. A strong spring (to) with one end latched to the body is attached to the upper end of the chic, and the forked part of the chic moves in the direction of arrow (2) in Figure 14. The mosquito is working. Although this is not shown, it is controlled by a stopper provided on the support member @. Further, an operating wire (to) is connected to the upper end of the chic near where the spring (to) is attached, and this operating wire is connected to the vehicle's brake system via an electric control means to be described later. When the vehicle operator operates the brake system, the operating wire is also pulled, pushing the groove wheel in the direction of the arrow, moving the cam shaft, and switching the cam. Further, an operating means may be provided separately from the brake device of the vehicle. The cam switching device (to) is installed one each for the left four cylinders and the right two cylinders. Furthermore, the connection between the operating wire and the brake device is provided with a means for operating the operating wire alone, such as a mechanism for operating only the operating wire via a hydraulic switching solenoid valve if the automobile does not employ hydraulic brakes. (Preferably.) Another method of the cam switching device is a method using hydraulic pressure, that is, a hydraulic cylinder is positioned in the axial direction of the camshaft, and the piston rod of this hydraulic cylinder and the camshaft are rotatably connected. The method of moving the camshaft by engaging the camshaft also involves positioning a solenoid in place of the groove wheel, fixing it to the body (3), and positioning a spring between the end face of the camshaft and the retaining plate (to). There is a method in which a means is provided between the spring and the camshaft to prevent the rotation of the camshaft from being transmitted to the spring, and the camshaft is pushed by the force of this solenoid and the spring. .

In addition, the cam switching device is connected to the intake deformable cam (Fig. 7,
8th v! J and shown in Fig. 9), it is preferable to use a small number of cam switching steps (three steps in both cases. In other words, when the engine is operating while the vehicle is running, the engine cam (19A) should be switched to the tappet (2). ),
The tappet is brought into contact with the compressor cam (19B) when the brake is operated, and the intermediate protrusion (2) is brought into contact with the tappet when the engine is started and the pressure in the compressed air storage container is kept constant. Furthermore, when a plurality of cylinders are divided into appropriate proportions, two cam switching devices are provided so that they can be operated separately.

In addition, the cam switching is made into 5 stages, one contact surface is provided on the outside of the tappet position in the case of the above 3 stages, and the number of positions that contact the inclined cam of the tappet is changed to 2 positions, and the valve opening/closing stroke is changed. , it may be configured to be transparent. However, in this case, it is necessary to take measures to completely close the valve at the position where the inclined cam is in contact with the outside.

Figure 11 shows the combination of the above cams, ml! 12 and 13 will be explained. However, jl! Figure 11, 12th
In the figure and FIG. 13, the left diagram shows the engine cam and compressor cam that control the intake and exhaust air for the left four cylinders of the internal combustion engine, and the right diagram shows the engine that controls the intake and exhaust for the right two cylinders.

There is a cam for the engine and a cam for the compressor. A valve closing portion is provided at an intermediate portion between the engine cam and the compressor cam.

In Fig. 11, the camshaft circle is moved in both the left and right figures, and the compressor cam (19B (20B)) is brought into contact with the tappet (2). It moves up and down twice per rotation.

In Figure 12, the left diagram shows the tappet (2) in contact with the engine cam (19A (20mm)), and the right diagram shows the tappet (2) in contact with the compressor cam (19B), (20B). The left four cylinders operate as an internal combustion engine, and the right two cylinders operate as an air compressor.

In both the left and right figures, the tappet is connected to the engine cam (19 mm (20 mm)) without moving the camshaft.
), and the six-cylinder internal combustion engine performs all engine functions.

In this way, by the movement of the camshaft, the engine cam is replaced by the compressor cam, and the internal combustion engine, which was operating as an engine, opens and closes its intake and exhaust valves twice every four strokes, and now operates as an air compressor. I will do it. If you switch from the internal combustion engine to an air compressor, the intake and exhaust gases will be different, so you will have to change the intake and exhaust methods.

FIGS. 15 and 16 show examples of the intake and exhaust paths of the present invention. However, the arrows in Figures 15 and 16 (
7), (η are respectively switched by solenoid valves 2
Indicates the direction of street flow.

Six cylinders (4), ゛(2), (0), (9), (lf
t), (to) are all used as an air compressor, open the three-way solenoid valve (41! ON (42K) and the two-way solenoid valve -, (Foundation), and open the three-way solenoid valve Close the three-way solenoid valve (5) and open the air intake port (turn).
The air sucked in from each cylinder passes through each conduit (4), (
B), (0), and (9) are inhaled into the intake ports (8), and when a predetermined pressure is reached, they are discharged from the exhaust ports (to) and are injected into the low-pressure tank through each conduit. This low pressure tank ('f') is a container that can withstand the air pressure (6 to 12 Q/am") obtained from compression of a gasoline engine, and is equipped with an intercooler (not shown). The compressed air injected into this low-pressure tank and appropriately cooled by the intercooler passes through the conduit 5D and ■ into the cylinder (4), where it is further compressed and injected into the high-pressure tank (?a). be done.

That is, the air compressed in cylinders (A), (1)), (0), and (9) is compressed in two stages in cylinders (to)) and (to), and is stored in a high-pressure tank. This is because the air pressure with high application rate is about 8 to 10 Q/am, and the pressure that can be obtained efficiently even with a J gasoline engine is 4 to 5 k.
y10 meal 2! Therefore, the desired compressed air can be obtained using two-stage compression. However, if high-pressure compressed air is not required, use the three-way solenoid valve □ (41XJ).

(Open the 42x inlet (45Y) and the two-way solenoid valve, close the two-way solenoid valve, lη, and let the air sucked in from the air intake port pass through the conduit-1 (to). Each cylinder (G)
, (B), (0), (9), OC), (7) intake pipe (
After being sucked into 8) and compressed, it is discharged from the exhaust port 0, passes through a conduit, and is stored in a low-pressure tank 57' (→).

, 6 cylinders ((transition), (B), (0), (2)1
．． If the internal combustion engine is used as originally intended, the three-way solenoid valve (41Y in (42Y in) (45Y in)
Open the two-way solenoid valves and close the two-way solenoid valves, and the air-fuel mixture coming out of the carburetor (2) will flow through the conduit.
The gas is taken in from the intake pipes of all cylinders through the conduit 1, and after completing the compression, explosion, and expansion strokes, is discharged as exhaust gas from the exhaust row, passes through the conduit 1, and is discharged to the outside from the exhaust row.
Served.

Furthermore, the four cylinders on the left (2), (2), (')? (
When using the cylinder (b) as an internal combustion engine and the two cylinders (to) and (to) on the right side as an air compressor, use the three-way solenoid valves (41? (4! Y), (45 Open the directional solenoid valve, close the two-way solenoid valves 1 and 2, and the air-fuel mixture coming out of the carburetor passes through the intake pipe to the left cylinder (2). , (2), (0), and (2), and after completing the compression, explosion, and expansion strokes, it is discharged to the outside through the exhaust port and conduit through the exhaust row. At the same time, the air sucked in from the air intake port (to) passes through the conduit ea and the intake port (8) and is sucked into the right cylinders (to) and (to), and the air is compressed to a predetermined pressure. After that, it is discharged from the exhaust port O and is injected into the low pressure tank (7) through the conduit. When the low pressure tank is filled with compressed air, an electric signal is generated, and the three-way solenoid valve 14!9i
Close the ss and two-way solenoid valve, and close the two-way solenoid valve.
It is desirable that the compressed air in the low-pressure tank be compressed in two stages. Note that air may be sucked in from the air suction row, or alternatively, a solenoid valve for closing the pipe may be provided in the fuel supply pipe leading to the carburetor, and air may be sucked through the carburetor.

The above explanation is based on a case in which a compressor is used to brake an internal combustion engine, and it is configured to perform two-stage compression, but this can be done by changing the compressor cam and changing the compressed air discharge timing and discharge time, for example. 8-10 kg
It is possible to compress the air to a pressure of about 10.8 cm at a time, and in this case, only one compressed air storage container is required.

Furthermore, the intake and exhaust piping in this case is shown in FIG. 6 cylinder prisoners, (0), (2), (2),
When all (7) are used as an air compressor, they are closed by a solenoid valve (not shown) interposed in the middle of the fuel supply pipe leading to the carburetor (6), and a three-way solenoid valve (41! When using the 42x inlet (457) as an internal combustion engine, open the fuel supply pipe and the three-way solenoid valve (41! inlet (42! inlet (45)). When using the right two cylinders as an air compressor, the fuel supply pipe and three-way solenoid valve (41
Open X input (427) and <45X).

All electromagnetic left/right and cam switching means are operated by electric control means (not shown), and this electric control means is connected to a brake pedal or handbrake lever, etc. Of course, apart from this, an operating device dedicated to the electric control means may be provided.Furthermore, the operation timing of the plurality of solenoid valves is set to be different depending on the electric control means. If multiple solenoid valves are operated at the same time, unburned gas and exhaust gas remain in the intake pipe and exhaust pipe, and this residual gas flows into the compressed air storage container. In other words, after the fuel supply is stopped, it is preferable that the operating timing of the electromagnetic valve is sequentially shifted from the intake side to the exhaust side.

As mentioned above, when the rotational speed of the internal combustion engine, which has been braked by the compressor action, decreases to a predetermined speed, this speed is detected by a rotational speed detection means such as a tacho generator or strobe, and this detection signal is output. The signal is transmitted to the electric control means to stop the compressor operation and restore the engine operation.

In this embodiment, six cylinders are divided into four cylinders and two cylinders, but the cylinders may be divided into, for example, 3:3 or 5:1. Also, in the case of 4 cylinders, it is 3:1 or 1:
You can divide it into any ratio, such as 1 or even 2:1 for 3 cylinders, 3:1 or 5:5 for 8 cylinders, etc. Furthermore, the camshaft may be one without dividing the cylinder.

However, in the case of multiple cylinders, if the cylinders are divided and one has the engine function and the other has the compressor function, it is desirable that the number of cylinders that perform the engine function is greater than the number of cylinders that perform the compressor function. If the compressor is to continue to operate, the energy generated by the internal combustion engine must be more than enough than the energy consumed by the air compressor.

In addition, the cylinder arrangement of automobile internal combustion engines includes in-line, star-shaped, and V-shaped cylinders.
There are shapes such as X**, ■, etc., except for the star (split is possible in all cylinder arrangements).

Another embodiment of the present invention will be described based on FIGS. 17 to 22.

In the two-stroke gasoline engine shown in Fig. Wi17, the two-stroke gasoline engine does not have an intake valve and an exhaust valve, but has an intake port and an exhaust port.

is provided. It is too small to create a compressor effect on this internal combustion cylinder.
and an exhaust valve shall be provided. When an exhaust valve and an exhaust valve are installed, when the piston is located near the bottom dead center, only air is taken in from the intake zero point where the fuel supply is stopped via the solenoid valve, and the piston is at the bottom dead center. The air is compressed while the piston moves from the top dead center to the top dead center, and when the piston reaches near the top dead center, the exhaust valve opens to discharge the compressed air, and while the piston moves from the top dead center to the bottom dead center. works to create a vacuum inside the cylinder because there is little air in the cylinder (in this case, the exhaust port is closed.Next, the intake daily amount,
If an intake valve, an exhaust port, and an exhaust valve (to) are newly installed, the left exhaust will open when the piston is near top dead center, and the intake will start as soon as the exhaust is finished and the exhaust valve closes. When the valve opens and the piston moves from top dead center to bottom dead center, only air is sucked in from the intake port, and when the piston moves from bottom dead center to top dead center, the intake valve closes and performs a compression stroke.

In this case, the intake port aS and the exhaust port @ are closed and fuel supply is stopped.

The intake and exhaust valves are opened and closed in a normal four-cycle cycle by a valve drive system similar to that used in Solin engines. That is, 7, cylinder side part 6C
A valve drive device is provided, and the camshaft of this valve drive device is rotated at a constant speed by a crankshaft, and the valve is opened and closed via a rocker arm, a bushing rod, and the like. Note that the 2-stroke gasoline engine and the 2-stroke engine described below,
When new intake and exhaust valves are installed in a diesel engine to operate as a compressor, the valve drive device must be stopped when the internal combustion engine is operating as an engine, and activated when the internal combustion engine is operating as a compressor. . Therefore, this valve drive device should be equipped with an electromagnetic clutch that transmits the rotation of the crankshaft by meshing with the camshaft at a fixed position.
Alternatively, a camshaft moving means as shown in FIG. 14 may be provided.

There are many types of two-stroke diesel engines, including single-flow scavenging valve exhaust type, opposed piston type, υ type, and double-flow scavenging transverse type and inverted type.
The compressor action is enhanced by providing an intake valve and an exhaust port, an exhaust valve, or a small number of exhaust ports. If you just change it when it reaches the point, it will become a complete engine, but as in the case of the two-stroke gasoline engine mentioned above, it is preferable to provide an intake port slot and an intake valve, double-flow scavenging type, transverse type, inverted type, etc. Now, as shown in FIG.
, an intake valve (2), an exhaust port (2), and an exhaust valve (2) are newly installed, and the intake port is connected to the supercharger via an intake pipe. Closing the exhaust port FF for engine operation and stopping the fuel supply are controlled via a solenoid valve. In this case, of course, no new intake ports or intake valves were installed.

An engine-operated intake port (2) may also be used. The intake valve (2) and the exhaust valve (2) are opened and closed by newly installing a valve driving device similar to that of the single flow scavenging valve exhaust type diesel engine.

The single-flow scavenging type opposed piston type is $19, as shown in the figure.
Only the intake port, intake valve right side, exhaust port, exhaust valve, or exhaust port, and exhaust valve are newly installed in the middle position between the opposing pistons of the cylinder (to), and this valve is also equipped with a valve drive device in the same way as described above. A new one will be opened and closed.

Figure 20 shows that the 2-stroke is the 5-cylinder intake of the Solan engine.
This indicates the exhaust route, and the same applies to 5-cylinder 2-stroke diesel engines.
This route also applies to cylinders, 6 cylinders, etc.

As shown in Figure 20, if all three cylinders (branches), (2), (ψ) are used as an air compressor, three-way solenoid valves (1311!, (13917, (140!) are included).
Input (141: Input (14B! Input (143): Input (144
:J: Open (145! Input (146Y)) and stop the fuel supplied to the carburetor (transfer) via the solenoid valve.
The air that enters through the ao is drawn into the cylinder from the new intake low, is compressed, and then passes through the new exhaust low and is stored in the tank (7).

The air pressure compressed in the IflE cylinder can be varied by changing the opening timing of the exhaust valve, but it is approximately 6 to 12
An air pressure of about kf/.- is appropriate and is highly usable to other engines.

The three cylinders (2), (2), and (2) are used as internal combustion engines as originally intended.

When used as a 3-way solenoid valve (138Y)
39Y (140Y) (141Y), (1427 (1)
Open the 43Y input (144Y input ('146Y) and supply fuel to the carburetor (6). The air-fuel mixture generated from the carburetor (6) is drawn into the cylinder from the original intake low,
The exhaust gas passes through the original exhaust row and is discharged as exhaust gas from the exhaust port (147). In this case, close the Shinkyo exhaust valve and edict.

Furthermore, when using the two left cylinders ■, (2) as an internal combustion engine and the right cylinder (0) as an air compressor, three-way solenoid valves (138I (139Y), (14
0Y in (141I in) (142X in (143Y in) (144
Open the Y input (1451 (1461) and supply fuel to the carburetor (6). The mixture generated from the carburetor (6) is drawn into the cylinder), (Bl is sucked in and combusted, and is discharged as exhaust gas. (147). On the other hand, the cylinder (a) sucks only air through the conduit (148) that does not pass through the carburetor (7), compresses this air, and then from the new exhaust low to the tank (
#C Store.

Port 6 - In a tally engine, an intake port 1 and an exhaust port are newly provided in a normal rotor housing in which an intake port and an exhaust port are formed as shown in FIG. 921. The new intake port (to) and the new exhaust low are formed to be located approximately symmetrically with the original intake port (2) and exhaust port (2) with respect to the eccentric shaft, and at least the new intake port and the new exhaust port On-off valve (goods),
(to) is established.

This opening/closing valve is opened/closed by providing a valve driving device such as a solenoid valve on the side of the cylinder. In other words, this opening/closing valve is closed when the cylinder is operated by the engine, and is opened only when the cylinder is operated by the compressor. I can't. However, the cam may be opened and closed in the same manner as in the reciprocating engine using a valve drive device consisting of a cam arm and a camshaft as used in the reciprocating engine. In addition to providing valves at the new intake port (to) and new exhaust port (m), an exhaust valve that synchronizes with the valve at the new exhaust port is provided at the original exhaust port (to). The compressor action will be performed twice. In a rotary engine, the eccentric shaft rotates three times for each rotation of the rotor, and explosions occur three times, so from the perspective of the eccentric shaft, there is one explosion stroke per rotation.

For this purpose, if the rotary engine is to have a compressor action, a camshaft with a valve drive cam is placed on each side of the rotor housing where the intake and exhaust valves are located, and these cams drive the intake and exhaust valves once on the camshaft. - Drive once to connect the camshaft with the eccentric shaft and rotate it. In this embodiment, only the vertical feral port intake system is illustrated, but the side port intake system and the combination boat intake system may also be newly installed with an intake port and an intake valve, and an exhaust port and an intake air valve. It is formed into a shape that constitutes a part of the two-node Ebitrochoid curve of the inner contour of the Uzing, and the valve surface and rotor apex seal are It is preferable not to form a gap therebetween.

The intake and exhaust paths of the 20-tar rotary engine will be explained based on FIG. 22.

If the two housings (b) and (2) are to act as a compressor, three-way solenoid valve (85Y), (86X)
.

(87Y) is opened and the fuel supply pipe to the carburetor is closed via a solenoid valve to stop the fuel supply. 4 Air sucked through the vaporizer passes through each conduit -1- to the housing layer,
(to), enters through the respective intake ports (2) and (a), is compressed, and is discharged from each exhaust port (2), (to), and the exhaust pipe -
1- is inserted into the tank (no).

When the housing (to) performs the compressor action and the housing (to) performs the engine action, Ej
jli type 1 solenoid valve (85x included (87x) imperial command (88
Y) is opened and the carburetor gQGC supplies fuel. The air-fuel mixture generated from the carburetor (6) is supplied to the housing (B) through the conduit (To), and this /1 housing (B) acts on the engine and is sent to the exhaust port via the exhaust port (To). Exhaust air is discharged from -. In the housing (2), only air passes through the conduit -1- from the intake port surface (to) the housing (
11, is compressed, passes through the exhaust port (to), the -2 conduit and the solenoid valve (<85K), and is then stored in the tank.

When operating the housing (trout, o46ζ), the three-way solenoid valve (85Y input (86Y input (87Y)) is opened, and fuel is supplied to the carburetor (6). the housing (2) through the intake port (5);
(N)K is inhaled. Exhaust air exits from the housing (b) and the exhaust port (1), passes through the conduit (1), and is discharged from the exhaust port (to).

In this embodiment of the rotary engine, two cylinders are divided 1:1, but three cylinders are divided 2:1.

We have explained how to install a new cam-driven on-off valve to act as a compressor in internal combustion engines that do not have on-off valves, such as the two-stroke gasoline engines, two-stroke diesel engines, and rotary engines mentioned above. If a new valve is installed, it can be more easily converted into an air compressor, although durability and followability are somewhat poor. A second example of this automatic valve
This will be explained based on Figure 3.

(1017 is internal combustion 611IIf) To cylinder F (
102) cD exhaust port (This is an automatic exhaust valve provided in 1033. Automatic valve (101) It valve seat (10
4), valve plate (105), valve spring (106), valve holder (10
7), Pos, ) (108) and presser foot (lQ9)
The upper end of the presser leg (1093) is formed of a hole (110) formed in the cylinder head (102).
7, and a pipe (111) for introducing high pressure air is connected to this hole.

When the internal combustion engine acts as a compressor, the compressed air in the cylinder overcomes the suppressing force of the valve spring (106) and pushes against the valve plate (10).
5), and the exhaust port (1037K) is discharged from the gap between this valve plate and the valve seat (104).

When the internal combustion engine operates, the high pressure tank (not shown) is connected to the hole (1107) through the pipe ('i, 11).
High-pressure air is injected into the presser foot (109) to push down the presser leg (109), and the pressed down presser leg presses the valve plate (105) against the valve seat (1043IC) to shut off the exhaust gas.

If an automatic valve is newly installed on the suction side, an automatic intake valve that has almost the same shape as the automatic exhaust valve (101) and is likely to be used as a suction valve open type load reduction device may be used.

Next, a description will be given of a device for solving some problems that occur when an internal combustion engine is operated as a compressor.

Normally, the exhaust valve of an internal combustion engine is opened by pressing the valve stem through a bushing rod and rocker arm driven by a cam, and closed by being pushed back by the tension of a valve spring fitted to the valve stem. . However, when this internal combustion engine is operated as an air compressor, since the exhaust port is connected to a compressed air storage container, the back pressure of the compressed air existing in the exhaust pipe is applied to the exhaust valve, weakening the tension force of the valve spring. It is not possible to completely close the exhaust valve.Therefore, a means must be provided to completely close the exhaust valve against the back pressure of the compressed air.The tension force of the valve spring is increased to completely close the exhaust valve. An actual example of a valve drive auxiliary device for this purpose will be explained based on FIGS. 24 to 27.

(113) is the cylinder head of the internal combustion engine, and (11
4) is the exhaust port (l) formed in this cylinder head.
15) is an exhaust valve that opens and closes. The exhaust valve (114) is composed of a pulp head (114&) facing the combustion chamber of the internal combustion engine, a valve stem (114b)'', and a plate (11403).The valve head (llA&) and valve stem (114t+3) are The valve stem (114b3) is integrally formed with the valve stem (114b3).
It is removably locked to aJ.

That is, the plate (114) is an enlarged edge of the retainer. (1163 is the cylinder head (1
13) and the plate (114a) and is a valve spring fitted to the valve stem (114'b), and this valve spring (1163 acts in a direction to isolate the plate from the cylinder head). (117) is a valve spring reinforcement means such as a permanent magnet or an electromagnet, and this magnet (117) is attached to a shaft (118), and the shaft is attached to the upper surface of the cylinder head or the cylinder head cover (tappet cover). The shaft (1) is rotatably supported by a support member (not shown)
18) An operating lever (119) is attached to one end of the shaft, and the shaft (118) is connected via this operating lever.
). It is more effective if the operating lever is equipped with an electromagnet and operated simultaneously with the valve spring reinforcing means (117). (120) is a rocker arm that opens the valve (1147) by applying a pressing force in the opposite direction to the tension force of the valve spring (4).This rocker arm (120) is attached to the valve rocker shaft (not shown). supported and driven by a cam through a bushing rod.

The support part (1217) of the cylinder head (113) that holds the valve stem (114'b) slidably in the axial direction includes a support member (122) formed of a cylindrical metal.
There are two O-rings (123) inserted into the ring-shaped grooves of this support member, and the lubricating oil leaking from the pulse blocker shaft etc.
) is completely sealed.

FIGS. 26 and 927 show modified examples of the valve spring reinforcing means (117), which are constructed so that the valve spring reinforcement can be electrically performed. Figure 26 shows the solenoid (124)
This is a valve spring reinforcing means consisting of a fitting member (127) having six shafts (125) inserted into the solenoid and seven tank parts (126) fixed to the ends of the shaft.

The valve spring reinforcing means shown in No. 2750 is a flattened electromagnet (1
28) is positioned so as not to contact the rocker arm (1203).

(If the internal combustion engine is operated as a near compressor by the valve drive auxiliary device, the exhaust valve may close incompletely due to compressed air remaining in the exhaust pipe, or may open when closed.) This valve drive auxiliary device can also be activated when the internal combustion engine rotates at high speed (it improves the followability of valve opening and closing operations and prevents surging, binding, jumping, etc.).

When internal combustion II1wA is used as a compressor, the exhaust pipe is connected to the tank, so even if the piston reaches top dead center and closes the exhaust valve, there is a small gap between the top of the cylinder and the piston, that is, the cylinder High temperature, high pressure air remains in the gap. Therefore, even if the piston begins to descend from top dead center and enters the intake stroke, the high-temperature, high-pressure air remaining in the cylinder gap expands, and intake is not performed until the air pressure in the cylinder falls below the air pressure in the intake pipe. . In other words, air is not actually sucked in from the intake pipe until the piston is a certain distance away from top dead center, so the intake stroke is substantially shortened accordingly.

In order to eliminate the above-mentioned drawbacks, the high-temperature, high-pressure air remaining in the cylinder gap can be instantly exhausted to the outside to substantially increase the amount of intake air and increase the intake inertia force exerted on the air in the intake pipe. .

Residual exhaust force valves 28 to 28
This will be explained based on FIG.

FIG. 28 shows one cylinder of the internal combustion engine shown in FIG. 1 equipped with a forced residual air discharge valve, and FIG. 29 is a cross-sectional view of FIG. 28.

The forced residual gas discharge valve (151) is connected to the intake valve (9) and the exhaust valve αQ.
The forced valve (15
13 is a rocker arm (similar to the intake valve and exhaust valve).
152), is driven by the camshaft Q via a bushing rod (153), etc. A forced valve cam (15) is mounted on the camshaft between the intake cam (15) and the exhaust cam (15).
4) is provided. As shown in Fig. 30 and Fig. 51, the forced valve cam (154) is an inclined cam similar to the compressor protrusion valve cam (20B), and rotates the tappet (155) 2 times per revolution of the camshaft. It is driven by rotation. The cylindrical part (156) can maintain the forced valve (151) in a closed state, and when the internal combustion 1IIWA is used to operate the engine, the tappet (155) is connected to this cylindrical part (156).
63K contact.

The opening/closing timing of the residual gas exhaust forced valve (151J) is as shown in the valve diagram in FIG. , Biston (
4) is closed when it reaches the 1st and 3rd point (0), and the residual gas discharge forced valve (151) is opened at the same time as the exhaust valve (II) is closed, and the air pressure in the cylinder (2) is The intake valve (9) closes at point (B) when the air pressure in the cylinder (2) reaches the air pressure in the intake pipe, or at point (B) a little later. Each cam Q1 is opened and closed when the piston reaches bottom dead center (1).
% wire, (154) is formed.

In this way, when the compressor of an internal combustion engine is operating, the high temperature and high pressure air remaining in the gap is discharged to the outside by the forced residual air discharge valve (1513E). In the case of compressor action, the intake valve is opened when the air with pressure P and volume V remaining in the peripheral gap is adiabatically expanded and the pressure reaches volume V7 with air pressure P in the intake pipe. If a forced valve is installed, the intake valve will be opened by the volume v2 in which the piston is slightly lowered.Therefore, the actual intake stroke volume is equal to the volume (v-v) when no forced valve is installed. With a large volume (V, -V, 3 to 1 2 & Run), the intake inertia force applied to the air in the intake pipe increases,
As a result, at the end of the intake stroke, the piston reaches bottom dead center (
In 2), the cylinder volume v when the intake valve (9) is closed is shown in red.
Pressure P when all pressures are not provided with force #-! ! , higher pressure P2#Konajo.

Therefore, when this air is compressed and reaches a predetermined pressure P, the volume becomes a volume v3 which is larger than the volume v3m when no forced valve is provided, so as a result, the discharge volume per stroke is strong, and the side valve is Volume (V3.-
V. ] becomes more volume (v, -vo).

Although a four-stroke internal combustion engine has been described above, a residual air exhaust forced valve can be similarly provided in a two-stroke internal combustion engine or a rotary engine which is equipped with an improved on-off valve that can act as a compressor. The rotary engine shown in Fig. 34 is an improved rotary engine with compressor action on the rotor and engine (see Fig. 21), and a forced residual gas discharge valve (1).
It has 57 pieces (158). The forced valve (1
57), (158) are intake and exhaust valves (goods), (2), □□□
A forced valve cam is further formed on the camshaft provided for driving the intake and exhaust valves, and this cam drives the intake and exhaust valves once per rotation of the eccentric shaft, similar to (a) and (c). The opening timing of forced valve 157 (1587) almost coincides with the ignition timing, and it is also preferable to open it immediately after the rotor closes the exhaust port.

When opening and closing the intake and exhaust valves with solenoid valves, use a forced valve (15
7) Requires only one valve drive.

By installing a forced residual air discharge valve like Jin, the discharge capacity in one cycle is increased (and as a result of exhausting the high temperature and high pressure air remaining in the peripheral gap to the outside, the temperature rise in the cylinder etc. is alleviated. Therefore, the required cooling capacity of the cooling device can be reduced.Furthermore, the discharged air can be connected to the intake pipes of other cylinders to provide a supercharging effect.

When using a compressor function in an internal combustion engine, there is no problem when all cylinders are used as air compressors, but when some of the cylinders are used as air compressors, the ignition timing of the internal combustion engine is out of order, causing torque fluctuations and vibrations. occurs.

Therefore, if a part of the internal combustion engine is used as a combrella, for example, there are methods to minimize torque fluctuations by using an adjusting device such as a servo motor, methods to reduce torque fluctuations by increasing the size of the flywheel, and methods to reduce torque fluctuations by increasing the size of the flywheel. Balance can be maintained using methods such as installing a balancer and interlocking it through gears only when using an air compressor to maintain balance.

Next, the operation of a braking system for an internal combustion engine mounted on a vehicle constructed like soft earth will be explained.

When the driver operates the brake pedal (or handbrake lever, etc.) to slow down or stop the vehicle, after some play, an electric control means (not shown) is activated and some cylinders of the fuel engine are activated. becomes an air compressor.In other words, when the electric control means operates, some of the cylinders are switched to compressor-acting cams by the cam switching means, and at the same time, the carburetor and the solenoid valves of the intake and exhaust pipes are sequentially operated. Then, only air is sent to some cylinders.Furthermore, when the brake pedal is depressed, the cam switching means of the golden cylinder is activated, and the solenoid valve for dividing the intake and exhaust pipes opens, allowing all cylinders to be routed to the intake and exhaust routes for the air compressor. When the speed of the vehicle decreases to a predetermined speed, a speed detection means (not shown) is activated and sends a signal to the electric control means to cause the internal combustion engine to operate again. In other words, after a considerable amount of engine inertia energy is absorbed by the compressor action, the compressor action is released.Furthermore, when the brake pedal is depressed, the friction brake is applied with the speed detection means operating, and the internal combustion engine is stopped. Stop the vehicle while the engine is operating (the engine may be operating only on some cylinders).

In the braking operation, when there is only one single-cylinder rotor and one cam switching device, all cylinders act as air compressors at the same time as the electric control means operates, and an unusually strong braking force is applied to the vehicle.

(The present invention achieves the following effects.

(1) By simply stopping the fuel supply to the internal combustion engine and changing the exhaust timing and exhaust flow path, it can be used to decelerate the vehicle (inertial energy and kinetic energy can be effectively applied, and the vehicle can be braked rapidly). I can do it.

(2) By having a portion of a multi-cylinder internal combustion engine perform a compressor action, a large amount of compressed air and braking force can be obtained at the same time.

(3) While the vehicle is stopped and no load is placed on the internal combustion engine, a portion of the plurality of cylinders can be used continuously as an air compressor.

(4) The pressure in the compressed air storage container can be easily adjusted by means of a load relief device formed on the camshaft.

(5) An internal combustion engine that does not have an on-off valve can be simply and easily improved to an internal combustion engine that functions as a compressor by installing a new automatic valve.

(6) By providing a valve drive auxiliary device in the valve mechanism, the valves can open and close accurately even when the internal combustion engine is operated by a compressor, and even when the internal combustion engine is rotated at high speed, the valve opening and closing operations can be followed. It can improve the elasticity and prevent surging, pin dengue, and jumping.

(7) Use the compressed air obtained during braking for other purposes.
For example, it can be used for supercharging, a siren, a compressed air brake system, etc., thereby eliminating the need for an air compressor that uses part of the engine power as a driving source.

[Brief explanation of drawings]

The drawings show embodiments of the present invention, and FIG. 1 is a cross-sectional explanatory diagram of the internal engine of the present invention, IJ2 is a front sectional view of FIG. 1, and FIG. 3 is a side sectional view of FIG. 1. Figure 4 is a front view of the valve drive cam of an internal combustion engine, and the fifth factor is (1) in Figure 4: (l
＞ Line sectional view, Figure 1 is a sectional view taken along line (1)-(1) in Figure 4, Figure 7 is a front view showing a modified example of the valve drive cam, 13
Figure 8 is a sectional view taken along the line (2)-(2) in Figure 1, and Figure 9 is a cross-sectional view of Figure 7.
10 is a front view showing another modified example of the valve drive cam, 11th to 1s are state explanatory diagrams of the camshaft, and FIG. 14 is a cam 15 is a schematic diagram of the intake and exhaust route according to the present invention, 917114 is a schematic diagram showing another embodiment of the intake and exhaust route, and Figure 17 is a 24# Ikuruga γ Sun engine. Fig. 18 is an explanatory diagram of an improved version of the transverse two-stroke diesel i.
An explanatory diagram of the improved engine, Figure 19 is the opposed piston type 2
Explanatory diagram of improved cycle diesel engine, No. 20
151#t! Schematic diagram showing intake and exhaust paths of cylinder i, 21st
The figure is an explanatory diagram of an improved rotary engine, Figure 22 is a schematic diagram showing the intake and exhaust path of the rotary engine, and Figure 25 is a schematic diagram showing the intake and exhaust paths of the rotary engine.
The figure is an explanatory cross-sectional view of an automatic exhaust valve, FIG. 24 is an explanatory cross-sectional view showing an embodiment of the valve drive auxiliary device, and FIG. 25 is a cross-sectional view taken along the line (2)-(2) in FIG. ), FIG. 26 is a cross-sectional explanatory diagram showing a modification of the valve drive auxiliary device, and 27th WJ is the same (an explanatory diagram showing another modification of the valve drive auxiliary device, and FIG. A schematic plan view of a cylinder equipped with a forced discharge valve, FIG. 29 is a cross-sectional side view of FIG. 28, FIG. 30 is a front view of the forced residual air discharge valve drive cam, and FIG. 31 is a (b) of FIG. 30. - (to) line sectional view, 95
Figure 2 is a valve diagram when the compressor is operating in an internal combustion engine equipped with a forced residual exhaust valve, Figure 35 is a PV diagram with and without a forced residual exhaust valve, and Figure 34 is FIG. 2 is an explanatory diagram of a rotary engine provided with a forced residual air discharge valve. (Main symbols in the drawing) (1): Internal combustion engine ■): Cylinder (3): Body (4): Piston (7): Crankshaft i): Intake port (9): Intake valve (2): Camshaft as: Exhaust port U = Exhaust valve (to): Intake cam aI: Exhaust cam @: Tappet @: Projection B: Cam switching device; 1'1 Port Figure 2 Off Figure 5th 26th Ill IV 28 Fig. 9 Fig. 10 Fig. 211 Fig. 2C) A Fig. 13 Fig. 17 Fig. 224 Fig. 25 Fig. 15 V2 V3 Fig. 34

Claims (1)

[Scope of Claims] 1. A braking device for an internal combustion engine mounted on a vehicle, which provides a braking device for an internal combustion engine mounted on a vehicle, which is configured to control the engine operating condition ma in which one air chamber of the internal combustion engine is supplied with fuel 1 and air; It is possible to operate in two states: when the air chamber is stopped and only air is supplied, or when both the intake and exhaust valves of the air chamber are closed. 2. An internal combustion braking system installed on a vehicle has a small capacity (one air chamber of the internal combustion engine is supplied with fuel and air). It can be operated in two states: one in which the two engines are in operation, and the other in which the fuel supply is stopped and only air is supplied, or the intake valve of the air chamber is slightly opened. A braking device for an internal combustion engine configured as follows.