JPS5872606A - Exhaust gas controller of piston control hole type - Google Patents
Exhaust gas controller of piston control hole typeInfo
- Publication number
- JPS5872606A JPS5872606A JP56170508A JP17050881A JPS5872606A JP S5872606 A JPS5872606 A JP S5872606A JP 56170508 A JP56170508 A JP 56170508A JP 17050881 A JP17050881 A JP 17050881A JP S5872606 A JPS5872606 A JP S5872606A
- Authority
- JP
- Japan
- Prior art keywords
- exhaust hole
- pressure
- piston
- oil
- control valve
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L9/00—Valve-gear or valve arrangements actuated non-mechanically
- F01L9/10—Valve-gear or valve arrangements actuated non-mechanically by fluid means, e.g. hydraulic
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Valve Device For Special Equipments (AREA)
Abstract
Description
【発明の詳細な説明】 本発明社ピストン制御孔ａ排気制御装置に胸する。[Detailed description of the invention] The piston control hole a of the present invention is connected to the exhaust control device.
ンで行なうピストン制御孔型排気袋ｗｔＦｉ、従来、機
械的な結合による駆動方式が取られており、この方式で
は、排気孔開閉ピストンを駆動するための側棒や別のク
ランクと歯車などを用いねばならず、構造が複雑になり
、且ｐ、機関の高さが増すなどの欠点があつ九。Conventionally, the piston control hole type exhaust bag wtFi has been driven by a mechanical connection, and this method uses a side rod or another crank and gears to drive the piston to open and close the exhaust hole. However, there are disadvantages such as a complicated structure and an increase in the height of the engine.
そこで本発明は、排気孔開閉ピストンを駆動するのに、
従来のような機械的部＃機構を用いず、流体（油圧、空
気圧など）を利用した制御機構を採用し、上記欠点を補
い、機構の簡略化と機関製造費のコストダクン、機関騒
音の低減、さら忙機陶の最適運転制御などを実現させよ
うとするものである。Therefore, in order to drive the exhaust hole opening/closing piston, the present invention
We have adopted a control mechanism that uses fluids (hydraulic, pneumatic, etc.) instead of conventional mechanical mechanisms to compensate for the above drawbacks, simplify the mechanism, reduce engine manufacturing costs, and reduce engine noise. It also aims to realize optimal operational control of busy machinery.
以下、本発明の第１の実施例を第１図〜第３図に基づい
て説明する。（１）は機関燃焼室（２）の上部に配設さ
れた排気孔制御シリンダであって、下部に排気孔（４）
を有する。（５） （７）はピストンロッド（６）で互
いに連結された排気孔側聞ピストンと油圧作動ピストン
であって、上記シリンダ（１）内ＫＩＩＩＩＪ自在に配
設されている。また油圧作動ピストン（７）Ｋよってロ
ッド室（勾と油室（９）とが形成場れている。（２）は
油圧ポンプ（２）を作動させるモータ、（ロ）は油圧ポ
ンプ（ロ）と？！！！ ３９）とをつなぐ専管（至）ｋ
介在させられ九蓄圧器Ｊ６４＃１３１１Ｅｇ！榊の蓄圧
器軸と油室（９）との間に介在さぜられ九４ボート２位
置の油圧制御弁（切換弁）、（至）は逆止弁、（至）は
該制御弁（ロ）を切換えるカムであって、この実施例で
は機関クランク軸に連動させである。Ｏ’／ｌ（至）は
専管（至）の油圧制御弁（ロ）と油室（９）との闇の適
所に介在させられたストップ弁と速度制御弁、（至）は
ロッド室（８）内ＫＩＥ設されて油圧作動ピストン（７
）を上方へ付勢するばね、（１）はリリーフ弁、（２）
はタンク、＠社燃焼室ピストンである。Hereinafter, a first embodiment of the present invention will be described based on FIGS. 1 to 3. (1) is an exhaust hole control cylinder arranged in the upper part of the engine combustion chamber (2), and has an exhaust hole (4) in the lower part.
has. (5) and (7) are an exhaust hole side piston and a hydraulically actuated piston that are connected to each other by a piston rod (6), and are freely disposed within the cylinder (1). In addition, a rod chamber and an oil chamber (9) are formed by the hydraulically operated piston (7) K. (2) is a motor that operates the hydraulic pump (2), and (B) is a hydraulic pump (B). and!!! 39) Special jurisdiction (to) k that connects
Interposed nine pressure accumulator J64#1311Eg! Interposed between the Sakaki pressure accumulator shaft and the oil chamber (9) is a 2-position hydraulic control valve (switching valve), (to) is a check valve, and (to) is the control valve (to). ), which in this embodiment is linked to the engine crankshaft. O'/l (to) is the stop valve and speed control valve that are interposed between the dedicated hydraulic control valve (b) and the oil chamber (9), and (to) is the rod chamber (8). ) is equipped with a hydraulically actuated piston (7).
) upwards, (1) is the relief valve, (2)
is the tank and the combustion chamber piston.
上記構成の作用を説明する。まず第１図に示す排気孔（
４）が開孔の状態から閉じられる行程を説明する。モー
タ（ｌによって駆動される油圧ポンプ（ロ）から吐出さ
れる圧油は、蓄圧器ａＩＫ貯えられ、逆止弁（至）を通
〉油圧制御弁（切換弁）（ロ）にい九っている。いまカ
ム（２）の作用によ）油圧制御弁（ロ）を（２）に切換
えると、蓄圧器（イ）２排気孔制御シリンダ（１）よっ
て油圧作動ピストン（７）かばね（６）に抗して下方へ
移動させられ、排気孔開閉ピストン（６）も下方へ移動
させられて前記排気孔（４）が閉じられる。The operation of the above configuration will be explained. First, the exhaust hole shown in Figure 1 (
The process in which 4) is closed from an open state will be explained. Pressure oil discharged from the hydraulic pump (b) driven by the motor (l) is stored in the pressure accumulator aIK, passes through the check valve (to), and then goes to the hydraulic control valve (switching valve) (b). Now, when the hydraulic control valve (b) is switched to (2) by the action of the cam (2), the pressure accumulator (a) 2 exhaust port control cylinder (1) will cause the hydraulically actuated piston (7) and spring (6) The exhaust hole opening/closing piston (6) is also moved downward to close the exhaust hole (4).
次に上記とは逆に排気孔（４）を開孔する場合を説明す
る。カム（至）の作用によシ前記油圧制御介（ロ）を（
１）へ罠すと、前記油室（９）の圧油は導管曽および油
圧制御弁（ロ）を通ってタンク四へ戻シ、油室（９）の
油圧は大気圧となる。したがって、ばね（至）の付勢力
と燃焼室（２）のガス圧力によシ排気孔開閉ピストン（
５）が上方へ移動させられ、排気孔（４）が開孔される
。Next, a case will be described in which the exhaust hole (4) is opened in the opposite manner to the above. By the action of the cam (to), the hydraulic control mechanism (b) is (
1), the pressure oil in the oil chamber (9) returns to the tank 4 through the conduit so and the hydraulic control valve (b), and the oil pressure in the oil chamber (9) becomes atmospheric pressure. Therefore, the exhaust hole opening/closing piston (
5) is moved upward and the exhaust hole (4) is opened.
ζこで、圧油圧力”Ｐｐｓ油圧作動ピストン（７）の面
積：Ａｐ、ばねＱＳｅのばね定数：にマ、ｄね変位：Δ
に１排気孔開閉ピストン（４）の面積：Ａｅ、両ピスト
ン（５）、（７）およびロッド（６）の全重量”Ｗ９ｓ
燃焼室内ガス圧カ圧力ｇとすると
Ａｅ−Ｐｇ−ｉ−Ｋｖ・６ｇ −Ａｐ ・Ｐｐ ＋ Ｗ
ｐ −（１）の関係が成立する。ζHere, the hydraulic pressure is "Pps", the area of the hydraulically operated piston (7) is Ap, the spring constant of the spring QSe is: ζ, d displacement: Δ
Area of 1 exhaust hole opening/closing piston (4): Ae, total weight of both pistons (5), (7) and rod (6) "W9s"
If the gas pressure in the combustion chamber is g, then Ae-Pg-i-Kv・6g −Ap・Pp + W
The relationship p - (1) holds true.
第２図は燃焼室（２）内のガス圧力の時間経過の代表的
１例を示したもので、その下図は上図の要部を拡大し九
％Ｏ″ｅある。まず排気孔−）ＯＩＩ！孔時期（Ｅ、Ｏ
）のガス圧力Ｐｇ（Ｅ、Ｏ）は、機関形式にもよるが８
朝１〜１０９Ｊａ程度であ〕、前述のように排気孔（４
）の開孔時には油室伸）の圧力Ｐｐを大気圧に開放して
いることから、上記（１）式の左辺が右辺に対して大き
くな・少、排気孔（４）を開孔する。このＡ・・Ｐｇの
効果によシ、ばね＠Ｏ力は前記両ピストンＣＭ）％（７
）および−ツＦ（６）の全重量Ｗｐをささえる程度でよ
く、第３図（ＡＲＫ示すような従来Ｏ排気弁駆動方弐に
採用されるばね（排気弁駆動方式では、閉弁速度を確保
するため、かなシＯばね力を必要とする）に比べ、ばね
力の小さなものを採用できるし、かり上記ガス圧力Ｐｇ
（ｉｃ、 Ｏ） ０値が十分あれば省略することもでき
る。 一
つぎに、排気孔（４）の閉孔時期（ｇ、ｃ）のガス圧力
Ｐｇ（Ｅ、Ｃ）は、はぼ掃気圧力近辺ｏｔ％〜３に４ま
で低下しているので、油圧力Ｐｐ を供給するとく１）
式の右辺が大きくなシ、油圧作動ピストン（７）が下方
に移動させられ、排気孔（４）は閉じる。Figure 2 shows a typical example of the time course of the gas pressure in the combustion chamber (2), and the lower figure is an enlarged view of the main part of the upper figure, which is 9% O''e.First, the exhaust hole. OII! Hole period (E, O
) gas pressure Pg (E, O) is 8 depending on the engine type.
1~109 Ja in the morning], and as mentioned above, the exhaust hole (4
) is opened, the pressure Pp in the oil chamber expansion) is released to atmospheric pressure, so the exhaust hole (4) is opened if the left side of the equation (1) is larger or smaller than the right side. Due to the effect of this A...Pg, the spring@O force is
) and -2 F(6), and the spring used in the conventional O exhaust valve drive method 2 as shown in Fig. Therefore, it is possible to use a spring with a smaller spring force than a kana (which requires a large spring force), and the above gas pressure Pg
(ic, O) Can be omitted if there are enough 0 values. First, the gas pressure Pg (E, C) at the closing timing (g, c) of the exhaust hole (4) has decreased to 4 to 3 ot% near the scavenging pressure, so the hydraulic pressure Pp 1)
When the right side of the equation is large, the hydraulic piston (7) is moved downward and the exhaust hole (4) is closed.
以上のように本方式で社、排気孔（４） Ｏｌ＠開開時
期側制御排気弁駆動方式の機関におけるよ〉も有利に実
現できる。しかし一方、本方式では、第３図（ａ）Ｋ示
す排気弁駆動方式の弁座に相当するものを備えていない
ことから、第３図（切に示すようＫｈ孔（４）Ｏ閉孔期
間に排気孔開閉ピストン（ｉ）の受圧面に燃焼ガス圧力
デｇを受けることＫなる。そζで木実施例では前記導管
輔の可能なかぎり、「排気孔制御シリンダ（１）」すな
わち、「油室（９）」に近い位＊にストップ弁（ロ）を
介在させ、あらかじめ設定され九時期に当該ストップ弁
（ロ）を閉じ〈油室（會）の油圧力Ｐｐを燃焼室内ガス
圧力ＰｇＫ相当して昇圧させるようｋしている。これに
よって（１）式を満足させる仁とができる。表お、この
場合、油室（９）からの油の漏洩および油の圧縮性を考
慮する必要があるが、通常の油圧シリンダ技術の導入に
よシ、これらを解決することが可能であ）、機関性能に
及ぼす影響を最小限にとどめることができる。ま九スト
ップ弁（ロ）と前記制御弁（ロ）の間において導管（至
）ｋ速度かｊ御弁（至）を介在させることによシ前記油
圧作動ピストン（７）の速度を制御して排気孔（４）Ｏ
開閉速度を任意に制御することを可能としている。As described above, with this method, the exhaust hole (4) can be advantageously realized in an engine with an exhaust valve drive system that controls the opening/opening timing side. However, on the other hand, this system does not have a valve seat equivalent to the exhaust valve drive system shown in Figure 3 (a) K, so the hole Kh hole (4) O is closed during the closing period as shown in Figure 3 (A) Then, the pressure receiving surface of the exhaust hole opening/closing piston (i) receives the combustion gas pressure deg.Therefore, in the wooden embodiment, as much as possible of the conduit is connected to the "exhaust hole control cylinder (1)", that is, " A stop valve (B) is interposed at a position close to the oil chamber (9), and the stop valve (B) is closed at a preset time (9) to reduce the hydraulic pressure Pp in the oil chamber (9) to the gas pressure PgK in the combustion chamber. In this case, it is necessary to consider oil leakage from the oil chamber (9) and the compressibility of the oil. However, by introducing normal hydraulic cylinder technology, these problems can be solved) and the impact on engine performance can be kept to a minimum. The speed of the hydraulically operated piston (7) is controlled by interposing a conduit (to) k speed or j control valve (to) between the stop valve (b) and the control valve (b). Exhaust hole (4) O
It is possible to arbitrarily control the opening and closing speed.
上記実施例では油圧ポンプ（ロ）を用い九が、これに代
えて空圧ポンプを用めてもよい。In the above embodiment, a hydraulic pump (b) is used, but a pneumatic pump may be used instead.
本発明の第２の実施例を第４図に基づいて説明する。こ
の実施例では、第１０実施例のカム〇〇に代えて比較演
算制御器（２）を用い丸ものであって、排気孔（４）の
開閉時期を任意に設定することが容易であり、前記機関
の性能を最適状ｓＫｌ制御できるようにしたものである
。この制御器＃ｓＫ入力する電気信号としてはプクラン
ク軸回転角信号、（イ）機関ピストン変位信号、（ロ）
機関出力、機関回転数、燃焼室内ガス圧力などから減算
されるクランク軸回転角Ｍ号あるいはピストン変位信号
、に）燃焼室内ガス圧力、排気圧力などの機関性能因子
信号を使用できる。まえ比較演算制御器ｆＪは、これら
（２）〜に）の電気信号を処理して油圧制−弁鱒げかり
でなく、速度制御弁（２）、ストップ弁（財）をも制御
するものであシ、註圧作納ピストン（７）のピストン位
置あるいは油室（９）の油圧力をライ−ドパツクし、最
適な指令電気信号を発信するようＫも構成しうみ。A second embodiment of the present invention will be described based on FIG. In this embodiment, a comparison calculation controller (2) is used in place of the cam 〇〇 of the tenth embodiment, and it is a round one, and it is easy to arbitrarily set the opening/closing timing of the exhaust hole (4). The performance of the engine can be controlled to an optimum level sKl. The electrical signals input to this controller #sK include a crank shaft rotation angle signal, (a) an engine piston displacement signal, and (b) an engine piston displacement signal.
Engine performance factor signals such as combustion chamber gas pressure and exhaust pressure can be used in the crankshaft rotation angle M or piston displacement signal subtracted from engine output, engine speed, combustion chamber gas pressure, etc. The comparison calculation controller fJ processes these electric signals (2) to (2) to control not only the hydraulic pressure control valve but also the speed control valve (2) and the stop valve. Note: K is also configured to read pack the piston position of the pressure-actuating piston (7) or the hydraulic pressure of the oil chamber (9) and transmit an optimal command electric signal.
以上の説明のように本発明によるピストン−］＠孔！！
！排気制御装置によれば、従来の機械的駆動方式に比べ
排気孔ＦＭ開閉ストンを駆動するための側棒や別のクラ
ックと歯車などを用いる必要がないため、構造が簡単に
なシ、機関の高さを低くし、機関の！Ｉ！造コストの低
減がはかられると七−に機関騒音も低下できる。さらに
機関の全負荷にわたり性能が最善になるように排気孔開
閉タイミングあるいは機関圧縮比（排気孔Ｗ＠闇ピスト
ンの閉孔停止位置）を変更でき、機関の燃料消費率を低
減できる時機を持っている。また、従来の排気弁駆動方
式に比較すると、弁棒、弁座シート部のメタルタッチが
無いため、吹抜け、クラックなどの事故から解放される
。As described above, the piston according to the present invention-]@hole! !
! According to the exhaust control device, compared to conventional mechanical drive systems, there is no need to use side rods or separate cracks and gears to drive the exhaust hole FM opening/closing stone, so the structure is simpler and the engine speed is reduced. Lower the height of the institution! I! If manufacturing costs are reduced, engine noise can also be reduced. Furthermore, it is possible to change the exhaust hole opening/closing timing or the engine compression ratio (exhaust hole W @ dark piston hole closing stop position) to optimize performance over the entire load of the engine, and to reduce the engine's fuel consumption rate. There is. Additionally, compared to conventional exhaust valve drive systems, there is no metal touch on the valve stem or valve seat, which eliminates accidents such as blow-throughs and cracks.
第１図〜第３図は本発明のｗ、１の実施例を示し、第１
図は概略説明図、第２図は燃焼室内ガス圧力時間経過と
燃焼室内圧力等との関係を示ナグクフ、第３図葎）（ｂ
）は従来例と本発明実施例との比較を示す排気孔部分の
断面図と燃焼ガス圧カグッフである。第４図は本発明の
第２の実施例を示す概略説明図である。
（１）−排気孔制御シリンダ、（り一機関燃焼室、（４
）・−排気孔、（ｂ）−排気孔一閉ピストン、（６）−
ピストンロッド、（カー油圧作動ピストン、（９）−油
室（流体室）、（６）−蓄圧器、（ロ）−油圧−ｊＩ４
Ｉ弁（蓄圧器制御弁）、（至）−カム（制御手段）、（
至）−導管、−一比較演算制御器（制御手段）
代理人 森木義弘
第７図
＠ｊ図
（ｄ） （
ｊＰ）′″′門晶−“、−に１藺 ７′ｆ１
（ｎｍｔ閉朝藺第４図1 to 3 show embodiments w and 1 of the present invention, and
The figure is a schematic explanatory diagram, and Figure 2 shows the relationship between the time course of gas pressure in the combustion chamber and the pressure in the combustion chamber.
) is a sectional view of an exhaust hole portion and a combustion gas pressure graph showing a comparison between a conventional example and an embodiment of the present invention. FIG. 4 is a schematic explanatory diagram showing a second embodiment of the present invention. (1) - Exhaust hole control cylinder, (RI1 engine combustion chamber, (4
)・-Exhaust hole, (b)-Exhaust hole closed piston, (6)-
Piston rod, (car hydraulically operated piston, (9) - oil chamber (fluid chamber), (6) - pressure accumulator, (b) - hydraulic pressure - jI4
I valve (accumulator control valve), (to) - cam (control means), (
(to) - conduit, -1 comparison calculation controller (control means) Agent Yoshihiro Moriki Figure 7 @ Figure j (d) (
jP)''''Monkaki-'',-ni 1 7'f1
(nmt closing date Figure 4)
Claims (1)
該シリンダの下部に排気孔を形成し、シリンダ内に互い
にロッドで連結された作動ピストンと排気孔開閉ビスシ
ン七を摺動自在に配設し、上記作動ピストンにより形成
され丸流体室と導管を介して連通する蓄圧器を設け、上
記専管に蓄圧器制御弁を介在させ、該蓄圧器制御弁の制
御手段を設け、導管の流体室と蓄圧器とのｌ！！１Ｃ）
ｌＩＦｆｒＫストップ介と速度制御弁とを介在させたこ
とを特徴とするピストン制御孔型排気制御装置。1. An exhaust hole control cylinder is installed at the top of the engine combustion chamber,
An exhaust hole is formed in the lower part of the cylinder, and an operating piston and an exhaust hole opening/closing screw 7, which are connected to each other by a rod, are slidably disposed in the cylinder. A pressure accumulator is provided which communicates with the pressure accumulator, a pressure accumulator control valve is interposed in the dedicated pipe, a control means for the pressure accumulator control valve is provided, and l! ! 1C)
A piston control hole type exhaust control device characterized by interposing an lIFfrK stop and a speed control valve.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP56170508A JPS5872606A (en) | 1981-10-24 | 1981-10-24 | Exhaust gas controller of piston control hole type |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP56170508A JPS5872606A (en) | 1981-10-24 | 1981-10-24 | Exhaust gas controller of piston control hole type |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS5872606A true JPS5872606A (en) | 1983-04-30 |
| JPS639085B2 JPS639085B2 (en) | 1988-02-25 |
Family
ID=15906243
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP56170508A Granted JPS5872606A (en) | 1981-10-24 | 1981-10-24 | Exhaust gas controller of piston control hole type |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS5872606A (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US7677867B2 (en) | 2005-08-17 | 2010-03-16 | Alstom Technology Ltd | Guide vane arrangement of a turbomachine |
| EP3406866A1 (en) * | 2017-05-22 | 2018-11-28 | EMPA Eidgenössische Materialprüfungs- und Forschungsanstalt | Hydraulic drive for accelerating and braking components to be dynamically moved |
-
1981
- 1981-10-24 JP JP56170508A patent/JPS5872606A/en active Granted
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US7677867B2 (en) | 2005-08-17 | 2010-03-16 | Alstom Technology Ltd | Guide vane arrangement of a turbomachine |
| EP3406866A1 (en) * | 2017-05-22 | 2018-11-28 | EMPA Eidgenössische Materialprüfungs- und Forschungsanstalt | Hydraulic drive for accelerating and braking components to be dynamically moved |
| WO2018215335A1 (en) * | 2017-05-22 | 2018-11-29 | Empa Eidgenössische Materialprüfungs- Und Forschungsanstalt | Hydraulic drive for accelerating and braking dynamically moving components |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS639085B2 (en) | 1988-02-25 |
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