JPS606026A - Method of operating internal-combustion engine - Google Patents

Abstract

PURPOSE:To increase a braking force, by deforming a valve driving cam for a part of cylinders in a multiple cylinder engine, and opening and closing intake and exhaust valves twice per two reciprocations of a piston during deceleration to effect a compressor action. CONSTITUTION:Intake and exhaust valves driving cam shaft 12 for a part of cylinders in a multiple cylinder engine is formed with engine cams 19A and 20A and compressor cams 19B and 20B in juxtaposed relation with each other. The compressor cams 19B and 20B have two convex portions, and open and close the intake and exhaust valves 9 and 14 twice per two reciprocations of a piston 4 to effect a compressor action twice. As a result, it is possible to obtain a braking force twice a normal engine brake.

Description

[Detailed Description of the Invention] Conventional braking devices for vehicles include friction brakes, shoe brakes, engine brakes (including exhaust brakes), etc.
All of these are designed to waste the kinetic energy and inertial energy of the vehicle itself or the internal combustion engine. Furthermore, in friction brakes, asbestos is released as the friction plates wear out, causing asbestos pollution. Among engine brakes, for example, Utility Model 43-266
The method shown in No. 4, in which there is a small gap between the closing of the exhaust valve during the compression and expansion strokes of the piston during brake operation, and the braking action is performed by closing this gap, does not exhaust unburned gas. Not only did this cause pollution, but it also caused afterburn and caused vehicle breakdowns. Further, conventional exhaust braking methods have a number of deficiencies such as unburned gas discharge, lubricating oil contamination, afterburn, car knock, dry engine blowing, exhaust smoke especially common in diesel engines, and abnormal noise generation.

By the way, all internal combustion engines such as gasoline engines, diesel engines, and rotary engines produce air-fuel mixture within the cylinder. The air is compressed or only air is compressed and fuel is injected into it to cause it to explode to generate thermal energy, and this thermal energy is converted into mechanical energy. Therefore, in any internal combustion engine, 4 cycles, 2 cycles,
Regardless of the rotary type, there is a compression stroke, and if the fuel supplied to the engine is stopped while the engine is running, inertial energy acts on the engine and C
During this time, air is sucked in through the intake port and once compressed within the cylinder, and this compressed air expands again and is discharged to the outside through the exhaust port. However, the inertial energy that moves on the engine is divided into two types: one that is acting on the engine itself, and the other that is possessed by the vehicle in which the engine is installed.
This inertial energy is extremely large. Furthermore, not only when the vehicle is stopped but also during operation, its kinetic energy may be dissipated by methods other than reducing engine speed (reducing fuel supply), such as by using a brake system.

The present invention brakes the engine by effectively applying the characteristics of the internal combustion engine and the inertial energy and kinetic energy that are wasted. That is, when the engine is stopped and decelerated,
When 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 is converted into compressed energy by compressing the absorbed air. The engine slows down as the compressed energy is absorbed by the air.

The present invention further develops the above idea, provides stronger braking force, and obtains compressed air more effectively. In other words, in a 4-stroke internal combustion engine, the compression stroke is only once for every 2 reciprocations of the piston, so the valve drive cam is modified to open and close the intake and exhaust valves twice each time the piston reciprocates, resulting in 4 cycles of intake and exhaust.・By inhaling and exhausting 2
It is possible to obtain twice as much compressed air and twice as much 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.

SUMMARY OF THE INVENTION An object of the present invention is to provide a method for operating an internal combustion engine installed in a vehicle, which saves fuel and prevents pollution.

Another object of the present invention is to provide a method for operating an internal combustion engine in which the kinetic energy and inertial energy of the internal combustion engine are absorbed into air by applying a compressor to the internal combustion engine to control the engine.

Another object of the present invention is to eliminate the shortcomings of conventional engine brakes by stopping the fuel supply at the same time as the braking operation and by changing the intake and exhaust passages so that only air can be taken in. The purpose is to provide instructions on how to operate the engine.

Another object of the present invention is to provide a method for operating an internal combustion engine in which compressed air obtained by causing the internal combustion engine to act as a compressor can be used 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 method for operating 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 method of the present invention includes equipping a vehicle with an internal combustion engine having a plurality of air chambers, and supplying fuel and air to some of the plurality of air chambers to achieve a desired output. The configuration is characterized in that the engine is brought into a state in which it exerts a driving force of , and the remaining air chamber is brought into a state in which the intake valve is open.

Embodiments of the present invention will be described based on the drawings.

(1) is a 4-stroke, 6-cylinder gasoline engine that is installed in ordinary passenger cars. (2) are six cylinders formed in parallel in the body (3) of the gasoline engine (1), and the piston (4) in this cylinder (2) is connected to the connecting rod (5) and crank arm (6). ) is connected to the crankshaft (1) by Jz.

(8) is an intake port that is opened and closed by an intake valve (9), and the intake valve (9) is driven by a camshaft (12) via a rocker arm (10), a bushing rod (11), and the like. (13) is an exhaust port that is opened and closed by an exhaust valve (14), and like the intake valve (9), the exhaust valve is connected to the camshaft via a rocker arm (15), a bushing rod (not shown), etc. (12).

As shown in Fig. 1, the cam@(12) is divided into a camshaft (12B) for the left four cylinders and a camshaft (12B) for the right two cylinders, and each cam@(128), ( 12B) is a small diameter sprocket (168), (1613) installed on the crank@(7) and a large diameter sprocket (1613) installed on the camshaft.
1 (178), (17B) and the crankshaft (18A), (18B) connecting these
7). The large diameter sprocket (17
) is twice that of the small diameter sprocket (16),
When the crankshaft (7) rotates once, the camshaft (12) rotates at a cliff. The camshaft (12) is provided with six intake and six exhaust cams for causing the internal combustion engine to act as a compressor. The intake cam (19) consists of a cam (to 19) that acts as an engine and a cam (19B) that acts as a compressor, and an exhaust cam (20).
Similarly, it consists of an engine cam (208) and a compressor cam (20B). The cam (19A1 and cam (1'lB), cam (208) and cam (20'B) are located at appropriate intervals C and at a required angle from each other.Cam f19A) and The middle part of the cam (19B),
A valve closing portion is provided at the intermediate portion of the cam (208) and the cam (20131).

The engine cams (19^) and (20A) are inclined cams with the outer circumferential surface of the egg-shaped cams used in normal internal combustion engines inclined, as shown in Fig. 5, and the compressor cams (19B) , (20B) as shown in FIG.
It is a tilted single cam with two egg-shaped cam protrusions formed at approximately symmetrical positions with respect to the center of the camshaft, and while an engine cam drives the tappet (21) once per camshaft rotation, it drives the tappet (21) once per camshaft rotation. ,] The Brezza cam drives the tappet (21) twice. The cams shown in FIG. 7, FIG. 8, and FIG. 9 are intake cams, and both the engine cam and the combination cam have the same slope shape as the engine cam (19A) and the compressor cam (19B). The cam is a cam, and a protrusion (22) is formed at its intermediate portion, 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 FIG. 7, when the tappet (21) 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. It's closed. That is, the protrusion (22) opens the intake valve to apply a load to the internal combustion engine without acting as a compressor when starting the internal combustion engine and keeping the pressure of the compressed air storage container constant. This is a means of reducing the load. The cam shown in FIG. 10 is another modification of the engine cam and compressor cam. This cam has an engine cam and a compressor cam formed in series (in this case, a ratchet is used). The camshaft (12^
Although not shown in ) and (12B), the fuel pump drive cam and destroyer drive gear necessary for driving the internal combustion engine are provided at appropriate positions, and the engine cam, compressor cam, fuel pump drive cam, etc. are provided at appropriate positions. And the destroyer drive gear etc. are formed integrally with the camshaft, and the Dairen sprocket (17A),
Only (17B) is slidably attached via a key. Further, one end of each of the camshafts (12A) and (12B) is rotatably and slidably supported via a bearing (32) (for example, a slide bearing), and the other end is rotatably and slidably supported. The camshaft is movably supported by bearings and is provided with an axial drive device (ie, a cam switching device) (23).

The cam switching device (23) is configured as shown in FIG. 14, for example. That is, the large-diameter sprocket (11) located at the end of the camshaft (12) is slidably mounted relative to the J-shaft through the slip key (24). It is held by a holding plate (25) fixed or integrally formed with the body (3) so as not to move laterally. (26) is a full wheel that is fixed to the camshaft or is formed integrally with the cam, and a shifter (27) is provided in the groove (26a) of the full wheel (26).
The fork portions (27a) of the shifter are engaged with each other, and the shifter has a support member (28) whose approximately center is fixed to the body (3).
is swingably supported via a pin. Attached to the upper end of the shifter is the other end of a strong spring (30), one end of which is latched to the body, which provides a force that moves the forked part (278) of the chic in the direction of the arrow (31) in Figure 14. is working. Although this force is not shown, the support member (2
8) is controlled by a stopper provided at 8). Further, an operating wire (33) is connected to the upper end of the chic in the vicinity where the spring (30) is attached, and this operating wire is connected to the brake system of the vehicle via an electric control means to be described later. When the vehicle operator operates the brake system, this operating wire is also pulled to push the full vehicle (26) in the direction of the arrow (34), moving the cam shaft (12) and switching the cams. However, an operating means may be provided separately from the brake device of the vehicle. The cam switching device (23) is for left 4 cylinders and right 2 cylinders.
One unit is installed for each cylinder. Furthermore, the connection between the operation wire and the brake device includes means for operating the operation wire alone, for example, in the case of a hydraulic brake, a hydraulic switching power source 1i.
It is desirable to have a mechanism that can operate only the operating wire via the ll valve. Another method for the cam switching device is a hydraulic method, in which a hydraulic cylinder is positioned in the direction of the camshaft, and the piston rod of the hydraulic cylinder and the camshaft are rotatably engaged to move the camshaft. Alternatively, a solenoid is positioned in place of the full valve (26) and fixed to the body (3), a spring is positioned between the end face of the camshaft and the retaining plate (25), and the spring and the camshaft are connected to each other. There is a method in which a means is provided between which the rotation of the camshaft is not transmitted to the spring, and the camshaft is pushed by the force of this solenoid and the spring.

The cam switching device also includes the aforementioned intake deformed cam (seventh
8 and 9), the cam switching must be set to at least three steps. In other words, when operating the engine while the vehicle is running, the engine cam (
19A) is in contact with the tappet +- (21), and when the brake is operated, the tappet is in contact with the compressor cam (19B), and when starting the engine and keeping the pressure of the compressed air storage container constant, The intermediate protrusion (22) is brought into contact with the tappet. Furthermore, since the plurality of cylinders are divided into appropriate proportions, two cam switching devices are provided so that they can be operated separately.

Furthermore, the cam switching may be made into five stages, one at each location outside the tappet position in the case of the three stages, and the number of positions abutting the inclined cam of the tappet may be at two locations. However, in this case,
Provision must be made to ensure complete valve closure at the inclined cam outer abutment position.

The combination of the above cams will be explained with reference to FIGS. 11, 12, and 13. However, in Figures 11, 12, and 13, the left diagram shows the engine cam and compressor cam that control the intake and exhaust for the left four cylinders of the internal combustion engine, and the right diagram shows the intake and compressor cam for the right two cylinders. These are an engine cam and a compressor cam that control exhaust. A valve closing portion is provided at an intermediate portion between the engine cam portion and the compressor cam portion.

In both the left and right figures, the cam shaft (12) is moved and the compressor cam (1) is attached to the tappet (21).
9B) and (20B) are in contact with each other, and tappets 1 to 1
(21) moves up and down twice per revolution of the camshaft.

In Fig. 12, the left figure shows the tappet (21) in contact with the engine cams (19A), (20^), and the right figure shows the tappet (21) in contact with the compressor cams (19B), (20^).
0B), the left 4 cylinders are an internal combustion engine,
The two right cylinders operate as air compressors.

In Fig. 13, the camshaft is moved in both the left and right figures.
Without connecting the tappet to the engine cam (198), +2O
A) is in contact with the 6-cylinder internal combustion engine.
τ Engine action is performed.

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 acting as an engine, opens and closes its intake and exhaust valves twice every four strokes, and acts as a compressor as an air compressor. That (two things)

When the internal combustion engine is completely replaced with an air compressor as described above, the intake and exhaust gases are different, so the intake and exhaust methods must be changed.

FIGS. 15 and 16 show examples of intake and exhaust paths of the present invention. However, (X) in Figures 15 and 16,
(Y) indicates the direction of flow opened and closed by the solenoid valve.

6 cylinders (A), (B), (C), (D),
When (E) and (F) are all used as air compressors, three-way solenoid valves (41X) and (42X)
and two-way solenoid valves (43), (44), three-way solenoid valve (45) and two-way N solenoid valve (46), (47).
is closed, and the air sucked in from the air intake port (48) passes through each conduit (49) to each cylinder (A), (B), (C).
), (D), and then when the predetermined pressure is reached, it is discharged from the exhaust port (13) and into each conduit (5).
0) into the low pressure tank (T). This low-pressure tank is a container that can withstand the air pressure (6 to 12 kg/cM) obtained from the compression of the Kallin engine, and is equipped with an intercooler (not shown). The compressed air injected into this low pressure tank and appropriately cooled by the intercooler is passed through conduits (51) and (52).
It is sucked into the cylinder (E) and (Fl) through the cylinder (E), and is further compressed and injected into the high pressure tank (■゛).
The air compressed in ^), (B), (C), and (D) is compressed in two stages in cylinders (E) and CF) and stored in a high-pressure tank. This means that the air pressure with the highest application rate is 8 to 11 J.
y/cA, and the most efficiently obtained pressure in a gasoline engine is 4 to 5'J/cM, so
The desired compressed air is obtained through two-stage compression. However, if high-pressure compressed air is not required, open the three-way solenoid valves (41X), (42X), (45Y) and the two-way solenoid valve (46), and open the two-way solenoid valve (43),
(44) Close 1 and (47), and then open the air intake port (48).
The air sucked in from each cylinder (Al, (B), (C), (D), (E) passes through conduits (49) and (52).
, (F), and after being compressed, it is discharged from the exhaust port (13), passes through the conduits (50) and (53), and is stored in the low-pressure tank (T).

6 cylinders (^) , (B) , (C) , (D) ,
When using (E) and (F) as an internal combustion engine, three-way solenoid valves (41Y), (42Y), (45
Y) and the two-way solenoid valve (46) are opened, and the two-way solenoid valves (43), (44), and (47) are closed, and the mixer coming out of the vaporizer (in) is connected to the conduit (49). , (52), the intake air of the gold cylinder is taken in from the pipe, and after completing the compression, 9M generation and expansion strokes, it is discharged as exhaust gas from the initial air port (13), and is passed through the pipes (50) and (53). and is discharged to the outside from the discharge port (54). Furthermore, the four Qi on the left [(A)
, (B), FC), (D) as an internal combustion engine, and the two right air U (El, (F)) as an air compressor, the three-way solenoid valve (41Y), (4
2Y), (45Y) and open the two-way solenoid valve (47),
The two-way solenoid valves (43), (44), and (46) are closed, and the air-fuel mixture coming out of the carburetor (in) passes through the conduit (49) from the intake port (8) to the left air B (8). ) , (B) , (C
) and (b), and after completing the compression, explosion, and expansion strokes, is discharged to the outside from the exhaust port (54) through the exhaust port (13) and the conduit (50). At the same time, the air sucked in from the air intake port (55) passes through the conduit (52) and the intake port (8) and is sucked into the right cylinders (E) and (F), compressing the air to a predetermined pressure. After that, open the exhaust port (13)
is discharged from the tank and passes through the conduit (53) to the low pressure tank (T).
is injected into. When the low-pressure tank is filled with compressed air, an electric signal is generated, which closes the three-way solenoid valve (45) and the two-way one valve (47), and closes the two-way solenoid valve (43), (
44) so that the compressed air in the low pressure tank can be compressed in two stages.

Incidentally, instead of sucking air through the air suction port (48), a solenoid valve for closing the pipe may be installed 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 the engine is configured to perform two-stage compression. Change the discharge time, for example 8 to 10
It is possible to compress the air to a pressure of about 9/cM at one 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.

Six cylinders fA), FB), (C), (D), (
When using both E) and (F) as air compressors, connect the fuel supply pipe leading to the carburetor with a solenoid valve (
(not shown), three-way solenoid valve (41Y)
, (42X), (45Y) are opened. When using six cylinders (8), (B), (C), (D), ([), and (F) as an internal combustion engine, the fuel supply pipe and three-way solenoid valve (41Y) , (42Y), and (45Y) are released. When using the left four cylinders as an internal combustion engine and the right two cylinders as an air compressor, open the three-way solenoid valves (41X), (42Y), and (45Xl) such as the fuel supply pipe.

All solenoid valves 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. It is activated by operating a lever or the like.

Of course, a separate operation device dedicated to the electric control means may be provided.

The plurality of electromagnetic valves are configured to operate at different times by the electric control means. This is because when a plurality of solenoid valves are operated simultaneously, unburned gas and exhaust gas remain in the intake pipe and exhaust pipe, and this residual gas enters the compressed air storage container. That is, after the fuel supply is stopped, the operating timing of the Il& valve is configured to shift sequentially from the intake side to the exhaust side.

When the rotational speed of the internal combustion engine, which has been braked by performing the compressor action as described above, drops to a predetermined speed, this speed is detected by a rotational speed detection means such as a tacho energizer or a strobe. A signal is transmitted to the electric control means to stop =1 compressor operation and allow engine operation to continue.

In this example, 6 cylinders are divided into 4 cylinders and 2 cylinders, but this means that even if the cylinders are, for example, 3:3 and 5:1,
Also, for 4 cylinders, 3;1 and 1:1.3 cylinders, 2:+,
If there are 8 cylinders, the cylinders may be divided into any ratio such as 3:1 and 5:3, and furthermore, the cylinders may not be divided and there may be one camshaft (12). However, when using J3 with multiple cylinders and dividing the cylinders so that one acts as an engine and the other acts as a compressor, it is desirable that the number of cylinders that act as an engine is greater than the number of cylinders that act as a compressor. If the compressor is to operate continuously, 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 internal combustion engines for automobiles includes in-line type, star type, and V type.
There are three types, X-type, 1-1 type, etc., but it is possible to divide them in all cylinder arrangements except star-shaped.

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

In the two-stroke gasoline engine shown in Fig. 17,
The two-stroke Ganlin engine does not have an intake valve or an exhaust valve, but is provided with an intake port (61) and an exhaust port (62). In order to cause the cylinder (63) of this internal combustion engine to act as a compressor, at least a new exhaust port (64) and an exhaust valve (65) must be provided. Exhaust port (64)
and an exhaust valve (65), when the piston (66) is located near the bottom dead center, only air is taken in through the intake port (61) where fuel supply is stopped via the solenoid valve, and the piston Air is compressed while moving from bottom dead center to top dead center, and when the piston reaches near top dead center, the exhaust valve (65) discharges the compressed air, and the piston moves from top dead center to bottom dead center. Move to J
During this period, there is little air in the cylinder (63), so it works to create a vacuum inside the cylinder. In this case, the exhaust port (62) is kept closed. Next, when the intake port (67), intake valve (68), exhaust port (64), and exhaust valve (65) are newly installed, the exhaust valve (65) where the piston (66) is located near the top dead center opens. , As soon as the exhaust valve closes after exhausting, the intake valve (68
) opens, and when the piston moves from F dead center to bottom dead center, only air is sucked in from the intake port, and when the piston moves from dead center to top dead center, the intake valve closes and performs a compression stroke. In this case, the intake port (61) and the exhaust port (62) are closed and fuel supply is stopped.

The intake valve (68) and exhaust valve (65) are opened and closed by a device similar to a valve driving device used in a normal 4υ cycle gasoline engine. That is, a valve drive device is provided on the side of the cylinder, and a camshaft of this valve drive device is rotated at a constant speed by a crankshaft to open and close the valve via a rocker arm, a bushing rod, and the like. In addition, when the above-mentioned 2-cycle gasoline engine and the 2-cycle diesel engine described later are newly installed with intake and exhaust valves to operate as a compressor, the valve drive device is used to stop the internal combustion engine when the engine is operating, and to stop the compressor operation. must be activated when doing so. Therefore, this valve drive device is provided with an electromagnetic clutch that transmits the rotation of the crankshaft by meshing with the camshaft at a fixed position, or a camshaft moving means as shown in FIG. 14 is provided.

There are many types of two-stroke diesel engines, such as single-flow scavenging valve exhaust type, opposed piston type, U-type, and double-flow scavenging transverse type and inverted type. An exhaust valve or at least an exhaust port and an exhaust valve are provided to maintain the compressor action. A cylinder in a single-flow scavenging valve exhaust type diesel engine can be used as a compressor by simply changing the timing at which the exhaust valve opens to when the piston reaches near top dead center. It is better to provide a valve.

For double-flow scavenging type transverse type, inverted type, etc., as shown in Fig. 18 J, an intake port (69), intake valve (70), exhaust port (71), and exhaust valve (72) are newly installed in the cylinder (73). , intake port (6
9) is connected to a supercharger (95) via an intake pipe.

Engine operation exhaust (74) and fuel supply are closed and stopped via a solenoid valve. In this case, of course, the intake port (
69), the engine-operated intake port (75) may be used instead of installing a new intake valve.

The intake valve (70) and the exhaust valve (72) are opened and closed by newly installing a valve drive device similar to that of the single flow scavenging valve exhaust type diesel engine.

As shown in Fig. 19, the single-flow scavenging type opposed piston type has an intake port, an intake valve and an exhaust port (96), an exhaust valve (99), or an exhaust port (9) at an intermediate position between the cylinder (76) and the opposing pistons.
6) Only the exhaust valve (99) is newly installed, and a valve drive device is newly installed to open and close this valve in the same manner as described above.

Figure 20 shows the intake of a 2-cycle gasoline engine with 3 cylinders.
This indicates an exhaust route, and the same applies to a 3-cylinder 2-stroke diesel engine, and this route also applies to 2-cylinder, 4-cylinder, and 6-cylinder engines.

In Figure 20, T, three cylinders (A), (B), (C
) are all used as air compressors,
Three-way solenoid valve (138Y), (139X,), (14
0X), (141x), (142X), (143X),
Listening to (144X), (145X), and (146Y), the fuel supplied to the carburetor is stopped via the solenoid valve. Air enters through the carburetor (K) through a new intake port (67),
(67), (67) are sucked into the cylinder, compressed, and then stored in the tank (T) through the new exhaust ports (64), (64), (64). The air pressure compressed in the cylinder can be varied by changing the opening timing of the exhaust valve (65), but an air pressure of about 6 to 12 h/cM is appropriate and is highly usable to other engines.

When using the three cylinders (A), (B), and (C) as an internal combustion engine, use a three-way solenoid valve (138Y).
, (139Y), (140Y), (141Y), (14
2Y), (143Y), (144Y), (145Y),
(146Y) and supply fuel to the carburetor (K).

The mixture generated from the carburetor (K) is sent to the original intake port (61)
, (61), (61) are taken into the cylinder, and the exhaust passes through the original exhaust ports (62), (62), (G2) to the exhaust port (
1-47) is discharged as exhaust gas. in this case,
Keep the new intake and exhaust valves open. Furthermore, the two cylinders on the left (A
), (B) as an internal combustion engine and the right cylinder (C) as an air compressor, three-way solenoid valves (138X), (139Y), (140Y), (141
Y), (142X), (143Y), (144Y), (
145X) and (146X) to supply fuel to the carburetor. The air-fuel mixture generated from the carburetor (K) is transferred to the cylinder (
Al, (B) is inhaled, burned, and discharged from the exhaust port (147) as exhaust gas. On the other hand, cylinder (C),
takes in only air through the conduit (148) that does not pass through the vaporizer (K), compresses this air, and then sends it to the coarse exhaust port (64).
) is stored in a tank (TJ). In a rotary engine, fresh air is taken into a normal rotor housing/1 (97), which has an intake port (77) and an exhaust port (78) as shown in Fig. 21. Port (79) and exhaust port (80)
and.

The new intake port (19) and rough exhaust port (80) are formed to be located approximately symmetrically with respect to the eccentric shaft with respect to the original intake port (77) and exhaust port (78), and at least the new intake port And the rough exhaust port has an on-off valve (81), (
82). This opening/closing valve is opened and closed by providing a valve driving device operated by a solenoid valve or the like 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, and is not allowed to open or close during engine operation or compressor operation, similar to the valves in reciprocating engines or gins. do not have. However, the cam may be opened and closed in the same manner as in the reciprocating engine using a valve driving device comprising a cam, a camshaft, etc., as used in the reciprocating engine described above.

In addition to providing valves at the new intake port (79) and the rough exhaust port (80), an exhaust valve (83) that synchronizes with the valve of the rough exhaust port is provided at the original exhaust port (78), so that the rotary In the engine, the compressor action is performed twice per revolution of the eccentric shaft.

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. Therefore, if a rotary engine is to have a constant compressor action, a camshaft with a valve drive cam is installed on each side of the rotor housing where the intake and exhaust valves are located, and these cams drive the intake and exhaust valves one rotation of the camshaft. The camshaft is connected to the eccentric shaft and rotated equally.

In this embodiment, only the peripheral port intake system is illustrated, but in the case of the side port intake system and the combination boat intake system, an intake port and an intake valve, and an exhaust port and an exhaust valve may be newly installed in the same manner. In addition, the intake/exhaust valve (81
), (82), and (83) are formed in a shape that constitutes a part of the two-node epitroid curve of the inner contour of the rotor housing so that no gap is formed between the valve surface and the apex seal of the rotor. It's better.

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

When using two housings (H) and (N) to act as a compressor, use three-way solenoid valves (85Y) and (8GX).
, (87Y), and the fuel supply pipe of the carburetor is opened and closed via the solenoid valve to stop the fuel supply.

The air sucked through the vaporizer (K) is transferred to each conduit (88).
, (89), enters the housing (14), (N) through the intake ports (71), (79), is compressed, and is discharged from the respective exhaust ports (78), (80), leading to the exhaust pipe. (9o
), (91) and is inserted into the tank (T).

When the housing (N) is used as a compressor and the housing (M) is used as an engine, the three-way solenoid valves (85X), (87X) and (86Y) are opened, and the carburetor (K) is fuel.

supply. The air-fuel mixture generated from the carburetor (K) is passed through the conduit (
88) to the housing (M), which acts as an engine and discharges exhaust air from the exhaust port (92) via the exhaust port (78). In the housing (N), only air passes through the conduits (93) and (89), enters the housing (N) from the intake ports τ (77) and (79), is compressed, and is compressed into the exhaust ports (78) and (80). ), is stored in a tank (T) via a conduit (91) and a solenoid valve (85X).

When applying engine action to housings (M) and (N), use three-way solenoid valves (85Y), (86Y), <87Y)
is opened and fuel is supplied to the carburetor (K). The air-fuel mixture is taken into the housing (M), (N> through the conduits (88), (89) and the intake port (77). Exhaust is from the exhaust port (78) of the housing (M), (N>). Exit conduit (90
), (91) and is discharged from the discharge port <92).

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

"In internal combustion engines that do not have on-off valves, such as dual 2-stroke gasoline engines, 2-stroke diesel engines, and rotary engines, we have described a method of installing a new cam-driven on-off valve to act as a compressor. If a new automatic valve is installed, the air compressor can be made more easily, although the durability and followability are somewhat poor.

An embodiment of this automatic valve will be described based on FIG. 23.

(101) is an automatic exhaust valve provided at the exhaust port (103) of the cylinder head (102) of the internal combustion engine.

The automatic valve (101) has a valve seat (104) and a valve plate (105).
, valve spring (106), valve holder (107), bolt (1
08) and a presser leg (109), and the upper end of the presser leg (109) is connected to the cylinder head (102).
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 pressure of the valve spring (106) and pushes against the valve plate (106).
05), and the valve is discharged from the gap between the valve plate and the valve seat (104) to the exhaust port (103). When the internal combustion engine operates, a pipe (
High pressure air is injected into the hole (110) through the hole (111) to push down the presser foot (H) 9), and the pressed down presser foot presses the valve plate (105) against the valve seat (104).
This is to block the discharge of 11 qi.

When installing a new automatic valve on the suction side, the exhaust outlet J
Suction valve 1) having substantially the same shape as the valve (101) may be used as an automatic intake valve used as a release type load reduction device.

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

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. . but,
When this internal combustion engine is operated as an air compressor, the exhaust port is connected to the 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, and making it impossible to completely close the exhaust valve. Therefore, a means must be provided to overcome the back pressure of the compressed air and completely close the exhaust valve. An embodiment of a valve drive auxiliary device that increases the tension force of a valve spring to completely close an exhaust valve will be described with reference to FIGS. 24 to 27.

< 113) is the cylinder head of an internal combustion engine, and (1
14) is the exhaust port (
115) is an exhaust valve that opens and closes. The exhaust valve (114)
is a valve head (114a) facing the combustion chamber of an internal combustion engine
, a valve stem (114b), and a plate (114c). The valve head (114a) and the valve stem (114b) are formed integrally, and the valve stem (114b) and the plate (114c)
) is removably locked. That is, plate (1
14c) is a retainer with a larger edge. (1
1G) is the cylinder head < 113) and plate (
114c) and the valve stem (114b)
The valve spring (116) is fitted in the cylinder head and acts in a direction to separate the plate from the cylinder head. (117) and (117) are valve spring reinforcing means such as permanent magnets or electromagnets, and these magnets (117),
(117) is attached to shirts 1 to (11B>),
The shaft is rotatably supported by a support member (not shown) provided on the upper surface of the cylinder head or the cylinder head cover (tappet cover), and the shaft (
An operating lever (119) is attached to one end of the shaft (118), 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 (147). (120) is a rocker arm that opens the valve (114) by applying a pressing force in the opposite direction to the tension force of the valve spring (4). Although the opening of this rocker arm (120) is not shown, it is supported by a valve rocker shaft and driven by a cam via a bushing rod.

The support part (121) of the cylinder head (113) that holds the valve stem (114b) slidably in the axial direction includes a support member (122) made of cylindrical metal and a ring of this support member. Two O's inserted into the shaped groove
Rings (123) and (123) are provided, and the lubricating oil released from the valve rocker shaft etc. is completely sealed by the two O-rings (123) and (123).

FIGS. 26 and 27 show a modification of the valve spring reinforcing means (117), which is constructed so that the valve spring reinforcement can be electrically performed. Figure 26 shows a valve spring reinforcement consisting of a solenoid (124), a shaft (125) inserted into this thread, and a fitting member (127) having a flange portion <126> fixed to the end of this shaft. It is a means.

The valve spring reinforcing means shown in FIG. 27 is a horseshoe-shaped electromagnet (12
8) is positioned so as not to contact the rocker arm (120).

When the internal combustion engine is caused to act as a near compressor using the valve drive auxiliary device configured as described above, the exhaust valve may not close completely due to the compressed air remaining in the exhaust pipe.
Open when closed! No more stiffness. Also,
This valve drive auxiliary device may be activated when the internal combustion engine rotates at high speed, and improves followability of valve opening/closing operations to prevent surging, binding, jumping, etc.

When a compressor is applied to an internal combustion engine, the exhaust pipe is connected to the tank, so even if the piston reaches top dead center and the exhaust valve is closed, there is a small gap between the top of the cylinder and the piston. High temperature, high pressure air remains. 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 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.
This substantially shortens the intake stroke.

In order to eliminate the above drawbacks, the high-temperature, high-pressure air remaining in the gap can be instantly exhausted to the outside to increase the actual intake stroke and increase the intake inertia force applied to the air in the intake pipe.

A residual air discharge force valve for carrying out the above operation will be explained based on FIGS. 28 to 33.

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 residual gas discharge forced valve (151) has an intake valve (9) and an exhaust valve (1
4), and the forced valve (15
1) is the same as the intake valve and exhaust valve.
), the camshaft (1) via the bushing rod (153), etc.
2). The camshaft has an intake cam (
A forced valve cam (19) is connected between the exhaust cam (20) and the exhaust cam (20).
54) is provided. As shown in FIGS. 30 and 31, the forced valve cam (154) is an inclined cam similar to the compressor exhaust valve cam (20'B), and has two tappets (155) per revolution of the camshaft. It is driven by rotation. The cylindrical portion (156) can maintain the forced valve (15:l) in a closed state, and when the internal combustion engine is operated, the tappet (155) is brought into contact with this cylindrical portion (156).

As shown in the valve diagram in FIG. 32, the opening/closing timing of the residual gas exhaust forced valve (151) is determined when the exhaust valve (14) is opened when the air in the cylinder (2) reaches a predetermined pressure (A>), and the piston (4)
is closed when it reaches top dead center (0), and the forced residual air discharge valve ('
151) is the point (
0), and is closed at point (B) when the air pressure in the cylinder (2) reaches the air pressure in the intake pipe, or after
The intake valve (9) is opened when the air pressure in the air (2) reaches the air pressure in the intake pipe (C), and each cam (19) is closed when the piston reaches the bottom dead center (C). ), (20)
, (154) are formed.

In this way, in the operation of the compressor of an internal combustion engine, as a result of exhausting the high temperature and high pressure air remaining in the gap to the outside world by the forced residual air discharge valve < 151), as shown in Figure 33, the compressor of the internal combustion engine without the forced valve In the case of action, air with pressure (Pi) and volume (vO) remaining in the gap is adiabatically expanded, and the pressure increases to the volume (V
2a), the intake valve is opened, whereas when a forced valve is provided, the piston is slightly lowered by the volume (V2).
) will open the intake valve. Therefore, the actual intake stroke volume is the volume when no forced valve is installed (Vl-v2a
) is larger than the volume 18 (V 1 - V 2), so
The intake inertial force applied to the air in the intake pipe increases, and as a result, the pressure in the cylinder volume (Vl) at the end of the intake stroke, that is, when the piston reaches the bottom dead center and the intake valve (9) is closed, increases. The pressure (P2) is higher than the pressure (P2a) when no forced valve is provided.

Therefore, the volume when this air is compressed and reaches a predetermined pressure (Pl) is the volume when no forced valve is installed (V3a
), the discharge volume per stroke becomes the volume (V3a) larger than the volume without the forced valve (V3a).
- VO) becomes larger volume (V IV O).

Although the above description has been made regarding a four-stroke internal combustion engine, a forced residual gas discharge valve can be similarly installed in a two-stroke internal combustion engine and a rotary engine which are equipped with an improved on-off valve capable of compressor operation. The rotary engine shown in Fig. 34 is an improved version of the rotary engine (see Fig. 21) which is equipped with a residual air exhaust forced valve (157).
, (158) are provided. The forced valve (157
), (158) are intake/exhaust valves (81), (8,2),
A forced valve cam is further formed on the camshaft that is pulled in order to drive the intake/exhaust valve (81),
Eccentric shaft 1 similar to (82), ri83)
Driven once per revolution. Forced valve (157), (15
The opening timing in 8) is when the timing approximately coincides with the ignition timing, and is most preferably immediately after the rotor closes the exhaust port. In addition, when opening and closing the intake/exhaust valves using electromagnetic valves, a valve drive device including only the forced valve (157) is required.

By providing a forced residual air discharge valve in this way, the discharge capacity in one cycle is larger, and as a result of exhausting the high temperature and high pressure air remaining in the gap to the outside, the temperature rise in the cylinder etc. is alleviated, so cooling is achieved. The required cooling capacity of the device can be reduced. Furthermore, the discharged air can be connected to the intake pipes of other cylinders to perform supercharging.

When a compressor is applied to an internal combustion engine, there is no problem when all cylinders are used as air compressors, but when some of multiple cylinders are used as air compressors, the ignition timing of the internal combustion engine is out of order, causing fluctuations in torque and vibrations. do. Therefore, when a part of the internal combustion engine is made to act as a compressor, for example,
There are two methods: using an adjusting device such as a servo motor to minimize torque fluctuations, increasing the size of the flywheel to reduce torque fluctuations, installing a balancer parallel to the crankshaft,
Balance is maintained by interlocking gears only when connected to an air compressor.

The operation of the internal combustion engine mounted on the vehicle width constructed as described above is performed by the driver operating the brake pedal (or handbrake lever, etc.) in order to slow down or stop the vehicle WI speed, or by the driver operating the brake pedal (or handbrake lever, etc.) The cam switching means is operated by operating an operating means separate from the device, and after one valve shifts to an open state, an electric control means (not shown) is activated to switch some cylinders of the internal combustion engine. becomes an air compressor. In these cases, the other air chambers are also in the engine state. That is, when the first electric control means is operated, some of the plurality of cylinders are switched to compressor-acting cams by the cam switching means, and at the same time, the solenoid valves of the carburetor and intake/exhaust pipes are sequentially operated, and some of the cylinders are switched to the compressor-acting cam by the cam switching means. Only air is sent to the cylinder. Furthermore, when the brake pedal is stepped on, the cam switching means on the golden cylinder is activated, and the solenoid valve for dividing the intake and exhaust pipes is activated, allowing all cylinders to form intake and exhaust paths for the air compressor, rapidly decelerating the vehicle. . When the speed of the vehicle decreases to a predetermined speed, the speed detection means (not shown) is activated and sends a signal to the electric control means, which causes the internal combustion engine to resume engine operation (the engine operation may be performed on some cylinders). Let it work. That is, after a considerable amount of the inertial energy of the engine is absorbed by the compressor action, the compressor action is released. Further, when the brake pedal is depressed, the friction brake is activated while the speed detection means is activated, and the vehicle is stopped while the internal combustion engine performs engine operation (the engine operation may be performed only on some cylinders). .

In the braking operation, when there is only one cylinder and one cam switching device, all the cylinders become air compressors at the same time when the electric control means is activated, and a strong braking force is applied to the vehicle.

Like Joki, 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, inertial energy and kinetic energy that act during vehicle deceleration can be effectively used, and the vehicle can be braked rapidly.

(2) By causing a portion of a multi-cylinder internal combustion engine to act as a compressor, a large amount of compressed air can be obtained, and at the same time, braking force can also be obtained.

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

(4) Move some of the multiple air chambers (for example, the two right side chambers in Figure 2) to a state where one valve is slightly open, and move the other air chambers (for example, the two right side chambers in Figure 2) to a state where one valve is slightly open. Since the four air chambers on the left side are operated in the engine state, the internal combustion engine can be operated by the engine action of the other air chambers, which in turn can drive a vehicle equipped with an internal combustion engine.

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

(6) By providing a valve drive auxiliary device in the valve mechanism,
Internal combustion (even when a compressor is applied between the layers, the valve performs accurate opening and closing operations, and even when the internal combustion engine rotates at high speed, the followability of the valve opening and closing operation is improved, preventing surging, binding, jumping, etc.) I can do it.

(The compressed air obtained during the braking operation can be used for other purposes, such as supercharging, a siren, and a compressed air brake system, so an air compressor that uses part of the engine power as a driving source becomes unnecessary.

[Brief explanation of drawings]

The drawings show embodiments of the present invention; FIG. 1 is a cross-sectional explanatory diagram of the internal combustion engine of the present invention, FIG. 2 is a front sectional view of FIG. 1,
3 is a side sectional view of FIG. 1, FIG. 4 is a front view of a valve drive cam of an internal combustion engine, and FIG.
6 is a sectional view taken along the line (I[)-(1) in FIG. 4, FIG. 7 is a front view showing a modified example of the valve drive cam, and FIG. )-(■) line sectional view, FIG. 9 is a sectional view of the N-line connection in FIG. 7, FIG. 10 is a front view showing another modification of the valve drive cam, and FIGS. Fig. 14 is an explanatory diagram of the state of the shaft, and Fig. 14 is a cross-sectional explanatory diagram showing the cam switching device.
Figure 5 is a schematic diagram of the intake/exhaust route of the present invention, and Figure 16 is a schematic diagram of the intake/exhaust route.
17 is an explanatory diagram of an improved two-cycle gasoline engine; FIG. 18 is an explanatory diagram of an improved transverse two-cycle diesel engine;
Fig. 19 is an explanatory diagram of an improved opposed piston two cycle diesel engine, Fig. 20 is a schematic diagram showing the intake and exhaust paths of three cylinders, Fig. 21 is an explanatory diagram of an improved rotary engine, and Fig. 22 is a diagram of an improved rotary engine. A schematic diagram showing the intake and exhaust paths of the engine, FIG. 23 is a cross-sectional explanatory diagram of an automatic exhaust valve, FIG. 24 is a cross-sectional explanatory diagram showing an embodiment of the valve drive auxiliary device, and FIG. A>=(Δ)Pi! Cross section (
However, the spring is also shown in cross section), FIG. 26 is a sectional explanatory diagram showing a modification of the valve drive auxiliary device, FIG. 27 is an explanatory diagram showing another modification of the valve drive auxiliary device, and FIG. 28 is an explanatory diagram showing another modification of the valve drive auxiliary device. 29 is a cross-sectional side view of FIG. 28, FIG. 30 is a front view of the forced residual air exhaust valve drive cam, and FIG. 31 is FIG. 30M. -M line sectional view, Fig. 32 is a valve diagram when the compressor is operating for one internal combustion bar equipped with a forced residual air exhaust valve, and Fig. 33 is a P- diagram with and without a forced residual air exhaust valve. The V diagram and FIG. 34 are explanatory views when a rotary engine is provided with a forced residual air discharge valve. <Main symbols in the drawings) (1): Internal combustion engine (2) Two-cylinder (3): Body (4): ~ Piston (71: Crankshaft (8): Intake port (9): Intake valve <12): Cam Shaft (13): Exhaust port (14): Exhaust valve <19): Intake cam (20): Exhaust cam (21): Tappet (223: Projection (23): Cam switching device (A>, <B) ), (C>, (D), <E>, (F): Cylinder (41), (42), (45>: Three-way solenoid valve (43), (44), (4G), (47) ): Two-way solenoid valve (T): Compressed air tank (K): Carburetor (63) = 2-stroke gasoline engine (73): Double-flow scavenging 2-stroke diesel engine <76): Single-flow scavenging 2-stroke diesel Engine, (97): Rotor housing (M), (N): Housing <85), (86), (87): Three-way solenoid valve (1oi): Automatic exhaust valve (117): Valve spring reinforcement means (124): Soloid (128): Electromagnet (151): Forced residual gas discharge valve (154): Forced residual gas discharge valve opening cam 1 (156):
Cylindrical portion patent applicant Takahiro Ueno 219 28th country 290

Claims (1)

[Claims] 1. A vehicle is equipped with an internal combustion engine having multiple air chambers, and fuel and air are supplied to some of the multiple air chambers to provide the engine with a desired driving force. . A method of operating an internal combustion engine, characterized in that the remaining air chamber is caused to transition from the engine state to a state in which the intake valve is open.