JPS60125712A - Suction and exhaust valve unit of engine - Google Patents

Abstract

PURPOSE:To realize optimum timing in correspondence to the speed of the engine by providing a long hole communicated with a suction port and a exhaust port of combustion chamber, on the outer surface of a cylindrical rotary valve, and moving the rotary valve in correspondence to the rotational speed of the engine in the axial direction thereof. CONSTITUTION:The cylindrical rotary valve 2 is provided on its surface with a long hole 15 communicated with a suction port or an exhaust port 9a of the combustion chamber 14 in a direction intersecting with the axis of the cylinder. The valve 2 has a spline part 2a and is engaged with a sprocket 19. The valve 2 is moved in the axial direction of the cylindrical form through a slider 6. As a result, the timing at which the suction port or exhaust port 9a communicates with the long hole 15 is changed, and the timing of opening and closing the valve suitable for the engine speed can be obtained.

Description

DETAILED DESCRIPTION OF THE INVENTION Technical Field The present invention relates to an engine intake/exhaust nozzle valve device, and more particularly, a hollow cylindrical intake/exhaust pulp is slid in accordance with the rotational speed of the engine. This invention relates to an engine intake/exhaust nozzle device that can adjust the opening/closing timing of the engine, obtain the optimum opening/closing timing over the entire rotation range of the engine, and obtain flat torque characteristics.

Prior Art Conventionally, reciprocating type umbrella-shaped valves were mainly used for engine intake and exhaust pulp, but this type of intake and exhaust pulp was driven by a cam either directly or via a rocker arm. It is almost impossible to change the opening/closing timing of the intake/exhaust pulp according to the engine speed, and therefore it has not been possible to obtain ideal opening/closing timing over the entire engine rotational range. Therefore, if the engine is set to a bulk speed type and the timing of opening and closing of the intake and exhaust pulps is set to be optimal when the engine is running at high speed, the torque at low to medium speeds will be small; conversely, if the engine is set to a low speed type, There are disadvantages such as reduced torque at high speed rotation,
It was extremely difficult to obtain flat torque characteristics over the entire engine speed range.

In addition, since all conventional umbrella-type pulps are reciprocating, problems with inertia in each part are unavoidable, and in order to withstand high-speed rotation, it is necessary to reduce the moving mass, use twin cams, and increase the number of units per cylinder. This requires very advanced technology such as increasing the number of pulps, making the engine unavoidably complicated and increasing costs.

Purpose The present invention has been made in order to eliminate the drawbacks of the above-mentioned prior art, and its purpose is to provide a cylinder rotatably supported by a cylinder head and formed on the combustion chamber side of the cylinder head. A hollow cylindrical rotary intake/exhaust valve having a long hole formed on the circumference that can communicate with an intake/exhaust hole, and a valve rotation drive mechanism and a sliding device for the intake/exhaust valve are provided. By rotating the valve at a predetermined timing and sliding it in the axial direction according to the engine speed, the opening and closing timing of the intake and exhaust valves is ideal throughout the engine speed range. Another object of this is to make it possible to obtain flat torque characteristics. -1.Other objectives are that by eliminating the conventional umbrella-shaped valve, the reciprocating mass can be increased, it can withstand high-speed rotation, and the structure is simple and does not require advanced technology. The object of the present invention is to obtain an inexpensive engine intake and exhaust valve device.

Overview In short, the present invention provides a hollow cylindrical cylinder rotatably supported by a cylinder head of an engine and having an elongated circumference capable of communicating with an intake hole or an exhaust hole formed on the combustion chamber side of the cylinder head. Rotary intake and exhaust valves, a valve rotation drive mechanism that rotates the intake and exhaust valves at predetermined timing, and a sliding device that slides the intake and exhaust valves in accordance with the rotational speed of the engine. and the timing at which the elongated hole of the intake and exhaust valve communicates with the intake manifold or the exhaust manifold is changed by 1 according to the rotational speed of the engine, and the opening and closing timing of the intake and exhaust valve is configured to be variable. Describe the characteristics of the product.

Configuration Below, the present invention is based on the embodiment (first embodiment) shown in the drawings.
C.Explain. An engine intake/exhaust valve device 1 according to the present invention includes an intake/exhaust valve 4 consisting of an intake valve 2 and an exhaust valve 3, and a sliding device 6 that slides through 17 corresponding to the number of these valves. .

The intake valve 2 and the exhaust valve 3 are connected to the engine, e.g.
Cylinder 1 is attached to the cylinder head 9 of the cycle engine 8.
0 and are arranged parallel to each other at a constant interval and facing each other. Hollow cylindrical portions 12 and 13 are formed in the intermediate portions of these valves 2 and 3 facing the cylinder 10, and a cylinder head is formed on the circumference of the cylindrical portion 12 of the intake valve 20. A pair of elongated holes 15 are formed on the combustion chamber 14 side of the cylinder 9 so as to communicate with the intake hole 9a of the cylinder 10. When the intake valve 2 rotates in the direction of arrow A as shown in FIG. 1, the elongated hole has an upper left corner inclined at 9 with respect to the axis as shown in FIG. They are formed with the same width at intervals of a circumferential angle θ-90°, and the width is set to be the same as the diameter of the intake air 'A9a. Further, on the intake manifold 16 side of the cylinder head 9, an intake hole 9b communicating with the intake manifold is formed perpendicular to the intake hole 9a, and a pair of elongated holes 15 of the intake valve 2 are formed in these intake holes. They are designed to communicate at the same time.

As shown in FIG. 4, a spline shaft 2a is formed on the left side of the intake valve 2, and the spline shaft is rotatably supported by a bearing 18 fixed to the cylinder head 9. It is fitted into a sprocket 19, which is an example of a rotating blade.

As shown in FIGS. 1 and 4, this sprocket has a nut 20 attached to a threaded portion 19a formed at the right end, and a bearing 18.
It is clamped and screwed to restrict movement in the axial direction. Further, as shown in the figure, a shaft portion 2b having a smaller diameter than the diameter of the cylindrical portion 12 of the intake valve is formed on the right side of the intake valve 2, and the shaft portion is fixed to the cylinder head 9. It is fitted into a pusher 23 which is rotatably supported by a bearing 22. As shown in the figure, a nut 24 is screwed onto a threaded portion 23a formed at the right end of the bushing, sandwiching a bearing 22 therebetween, thereby restricting movement in the axial direction. Further, a nut 26 is screwed onto the tip of the shaft portion 2b via a washer 25.

Similarly, on the circumference of the cylindrical portion 13 of the exhaust valve 3, there is an exhaust hole 9 of the cylinder 10 on the combustion chamber 14 side of the cylinder block 9.
A pair of elongated portions 28 that can communicate with C are formed. The pair of elongated holes have the same width and are formed in parallel, similar to the elongated hole 15 of the intake valve 2. Further, on the exhaust manifold 29 side of the cylinder head 9, an exhaust hole 9d communicating with the exhaust manifold is formed perpendicular to the exhaust hole 9C, and a pair of elongated holes 28 of the exhaust valve 3 are simultaneously connected to these exhaust holes. It seems to be communicating.

As shown in FIG. 3, a spline shaft 3a is formed on the left side of the exhaust valve 3, and the spline shaft rotates with its axial movement restricted by a bearing 30 fixed to the cylinder head 9. It is fitted into a movably supported sprocket 32. Further, although not shown, a shaft portion having a smaller diameter than the diameter of the cylindrical portion 13 of the exhaust valve is formed on the right side of the exhaust valve 3, and the shaft portion is connected to the cylinder head as in the case of the intake valve 2. The shaft is fitted into a pusher which is rotatably supported with its axial movement restricted by a bearing fixed to the shaft 9, and a nut is screwed onto the tip of the shaft via a washer.

The valve rotation drive mechanism 5 uses a crankshaft 33 as a rotational drive source, and the crankshaft is rotatably supported by a cylinder block 34, and a crank bin 33a of the crankshaft has one end connected to a piston. 35
The other end of the connecting rod 36 connected to the connecting rod 36 is rotatably inserted. As shown in FIGS. 1 and 3, a sprocket 38 is fixed to the left end of the crankshaft 33, and between this sprocket and a sprocket 40 rotatably supported by the cylinder block 34, A toothed belt 41, which is an example of a conductive member, is wound around the belt.

The diameter of the sprocket 40 is set to twice the diameter of the sprocket 38. Further, a tension idler 43 rotatably supported by the cylinder block 34 is in contact with the toothed belt 41, and an appropriate tension is applied to the toothed belt 41 by the pulley.

A sprocket 45 is fixed to the sprocket 40, and a sprocket 46 is wound around the sprocket. An idler 48 rotatably supported by the cylinder block 34 is in contact with the toothed belt, and the idler applies appropriate tension to the toothed belt 46. Therefore, the intake and exhaust valves 4 are connected to the crankshaft 3.
It rotates 100 times for every 1 rotation of 3.

The sliding device 6 includes a pair of flyways 50, a sliding member 51, a swinging member 52, and a pair of connecting members 53.
As shown in the figure, it is fixed to one end of a pair of cranks 54 that are pivotally attached to the left side surface of the sprocket 38. A pair of rollers 55 are rotatably supported at the other ends of the pair of cranks.

The swinging portion side 51 is slidably fitted into the cylinder block 34, and has a flange portion 51a formed at one end. The flange portion is pressed against the four portions 51blr + tt'y 偲次JrJ - 1 - 255 formed at the other end of the sliding member 51. , the flyweight 50 is biased to rotate in the direction of arrow C.

The swinging member 52 has a forked portion 52H at its lower part, and the forked portion is pivotally connected to the sliding portion by a pin 58 with the sliding member 51 sandwiched therebetween. Further, the tip of the forked portion 52a is pivotally attached to the cylinder block 34 by a pin 60.

The tips of the forked parts 52b formed on the upper part of the swinging part 52 are respectively formed into forked parts 52C, and pins 62 are implanted in these forked parts.

A pair of connecting parts 53 include an intake valve 2 and an exhaust valve 3.
A key 63 is inserted into the shaft portions 2C and 3C formed at one end of the [
7, and its movement in the axial direction is regulated by a nut 65 screwed onto one end.

Function The present invention (first embodiment) is constructed as described above, and its function will be explained below.

FIG. 8 shows the opening/closing timing of the intake/exhaust pulp 4. One rotation of the crankshaft 33 is expressed as 360 degrees, the opening/closing period of the intake/exhaust pulp 4 is expressed as the rotation angle of the crankshaft, and four strokes are shown. This is what is shown. Assuming that the top dead center of the piston 35 is a and the bottom dead center is b, the intake valve 2 opens at a point C before the top dead center a and closes at a point d past the bottom dead center, and this period is the intake stroke. be.

After passing point d, the piston 35 enters the compression stroke, reaches top dead center a, enters the explosion stroke, and reaches point e before reaching bottom dead center.
The exhaust valve 3 is opened at a point F, which enters the exhaust stroke, and closes at a point F, which passes the top dead center a.

As shown in FIG. 6, when the elongated hole 15 of the intake valve 2 and the intake holes ga and gb match, the intake manifold 1
6, the mixed gas flows into the cylinder 10 in the direction of the arrow. As shown in FIG. 7, when the length 28 of the exhaust valve 3 and the exhaust hole 9C19d match, the exhaust gas is discharged toward the exhaust manifold 29 in the direction of arrow F.

The state of the engine 8 shown in FIG. 1 is when the engine 8 is rotating at a low speed. A chart of the opening and closing timings of the valves in these states is shown in FIG. 9. In the same figure, the line 1 shows the open/closed state of the intake valve 2, and the line E1 shows the open/closed state of the exhaust valve 3.The high level shows the open state of the intake/exhaust valve 4, and the low level shows the closed state. 9 showing the respective states, and the horizontal axis is the rotation angle of the crankshaft 33.

When the engine 8 shifts from a low-speed rotation state to a medium-speed rotation state, the pair of flyweights 50 are moved by centrifugal force from the position shown by the solid line to the position shown by the imaginary line. Along with this movement, the sliding member 51 is moved by the pair of rows 255 against the spring force of the compression spring 56, as shown in the arrow 1 in Fig.
1, the swinging member 52 swings in the direction of the arrow J to the position shown by the imaginary line about the bottle 60,
The intake and exhaust pulp 4 slides in the direction of the arrow via the connecting member 53.

Then, as shown by line I in FIG. 9, the timing at which the elongated hole 15 of the intake valve 2 and the intake hole 9a communicate with each other becomes earlier. Similarly, as shown by line E2, the length 28 of the exhaust valve 3
The timing at which the exhaust hole 9C and the exhaust hole 9C communicate with each other becomes earlier.

In this manner, when the engine 8 is rotating at a medium speed, the intake valve 2 is opened early according to the rotation speed, thereby preventing a delay in intake, and by utilizing the force of the inflow of the mixed gas, the intake valve 2 is opened quickly according to the rotational speed. The cylinder 10 can be filled. It's explosive too; now, Histone 35 opens the control valve 3 at bottom dead center B-1, and before it even reaches T, the high-pressure combustion gas begins to be extracted, and in the subsequent exhaust stroke, Histone 35 The exhaust resistance that presses against the top surface of the exhaust gas is reduced.

In FIG. 9, line 13 indicates the open/closed state of the intake valve 2 when the engine 8 is rotating at high speed, and line E3 indicates the open/closed state of the exhaust valve 3 when the engine 8 is rotating at high speed.
It can be seen that the opening/closing timing of the intake and exhaust knob 4 is even earlier in the medium speed condition.

As described above, according to the present invention, the intake and exhaust valves 4 are rotary and have no reciprocating mass, so they can sufficiently withstand high-speed rotation. In addition, the intake and exhaust pulp 4 is provided with a long length 15.28, and since the intake and exhaust pulp can be rotated while sliding according to the rotation speed of the engine 8, the opening and closing timing of the intake and exhaust pulp 4 can be controlled. 5. Therefore, the opening and closing timing of the intake and exhaust valves 4 can be set to be optimal not only when the engine 8 is running at high speed, but also at low and medium speeds, and can be set to be optimal in the entire rotation range of the engine 8. Flat torque characteristics can be obtained. In addition, the intake and exhaust pulp 4 is often used in harsh conditions where there are high-temperature mixed gases, flames, carbon in exhaust gas, smoke, oil powder, etc., but recently it has also been used under such conditions. For example, ceramics has been developed as a material with sufficient heat resistance and high heat resistance, so if the intake/exhaust pulp 4 is molded from ceramics, it can be put to practical use.

FIG. 10 and FIG. 11 are related to the second embodiment of the present invention.
What is shown in Fig. 10 is the elongated hole 15.2 of the intake and exhaust pulp 4.
8 into a trapezoid shape so that the right end is wider. In the figure, in the lower part, the upper left side is inclined at an angle α with respect to the axis of the intake and exhaust pulp 4, as in the first embodiment shown in FIG. The upper side U is inclined in the opposite direction to the lower side, and by varying this angle of inclination,
The period in which the intake valve 2 is open and the period in which the exhaust valve 3 is open in the opening/closing timing chart of the intake and exhaust pulp 4 shown in FIG. The opening/closing timing of No. 4 can be set to the most ideal state. Note that the first
Since FIG. 1 is similar to FIG. 9, the same parts as shown in FIG. 9 are denoted by the same reference numerals and the explanation thereof will be omitted.

Note that if the intake hole 9b and exhaust hole 9d shown in FIG. 6 are provided further upward so that they are at an obtuse angle with respect to the intake hole 9a and the exhaust hole 9C, respectively, and the phase of the length 15.28 is changed accordingly, the compression During the stroke, the intake and exhaust valves 4 themselves are pressed upward and come into close contact with the intake holes 9b and exhaust holes 9d, providing self-sealing properties, and the same holds true during the subsequent explosion stroke, resulting in a large explosive force. Further, the sliding device 6 is not limited to the illustrated embodiment, and the rotation speed of the engine 8 is detected by a sensor, and an actuating device such as a servo motor or an air cylinder is actuated based on the detection signal. Alternatively, the suction and exhaust pulp 4 may be slid by the suction/exhaust pulp 4.

Effects Since the present invention is configured and operates as described above, the cylinder head is rotatably supported by the cylinder head, and has a circular shape having an elongated size that can communicate with the intake and exhaust holes formed on the combustion chamber side of the cylinder head. A hollow cylindrical rotary intake/exhaust pulp formed on the circumference, a valve rotation drive mechanism and a sliding device for the intake/exhaust pulp are provided, and while the rotary intake/exhaust pulp is rotated at a predetermined timing, the engine Since the engine speed changes in the axial direction depending on the engine speed, the opening and closing timing of the intake and exhaust pulps is ideal throughout the engine speed range, resulting in flat torque. It has the effect of obtaining characteristics. In addition, since the conventional umbrella valve can be abolished, there is no reciprocating mass, and the engine can withstand high-speed rotation.Moreover, the structure is simple, does not require advanced technology, and is inexpensive. This has the effect of providing an intake and exhaust valve device.

[Brief explanation of the drawing]

1 to 9 relate to a first embodiment of the present invention, FIG. 1 is a partial vertical cross-sectional side view of an engine equipped with an engine intake and exhaust valve device according to the present invention, and FIG. ■−■ of the diagram
3 is a perspective view of essential parts of an engine intake and exhaust valve device, FIG. 4 is an exploded perspective view of an intake valve and parts attached to the intake valve, and FIG. 5 is a cylindrical portion of the intake valve. The external development view, Figures 6 and 7 show the relationship between the intake valve and the intake hole, and the exhaust valve and the exhaust hole.
6 Skin IH Nishitsukuda no Kurufu 1 Button's Nishitsukuda Redemption'Button; Vertical sectional view showing the state in which it is screwed in. Figure 7 shows the state in which the exhaust valve and one set of exhaust holes are in communication. FIG. 8 is an opening/closing timing diagram of the intake and exhaust valves, FIG. 9 is an opening/closing timing chart of the intake and exhaust valves, and FIGS. 1
FIG. 0 is an external development view of the cylindrical portion of the intake and exhaust valves, and FIG. 11 is an opening/closing timing chart of the intake and exhaust valves. ] is the engine intake and exhaust pulp device, 2 is the intake valve, 3
is an exhaust valve, 4 is an intake and exhaust valve, 5 is a pulp rotation drive mechanism, 6 is a sliding device, 8 is an engine, 9Fi cylinder head, ga, gb are intake holes, gc, gd are exhaust holes, 14
is a combustion chamber, 15.28 is long, 16 is an intake manifold, and 29 is an exhaust manifold. Patent applicant Yuuki Tsukamoto Agent Patent attorney 1) Kazuo Figure 2 Bean Figure 3 Figure 6 Figure 9 Figure 10

Claims (1)

[Claims] A hollow cylindrical rotary intake valve rotatably supported by a cylinder head of an engine and having an elongated circumference capable of communicating with an intake hole or an exhaust hole formed on the combustion chamber side of the cylinder head; The intake and exhaust valve includes an exhaust valve, a valve rotation drive mechanism that rotates the intake and exhaust valve at a predetermined timing, and a sliding device that slides the intake and exhaust pulp in accordance with the rotational speed of the engine. An intake/exhaust valve device for an engine, characterized in that the timing at which the length of the exhaust pulp communicates with the intake manifold or the exhaust manifold is changed according to the rotational speed of the engine, and the opening/closing timing of the intake/exhaust pulp is configured to be variable. .