JPS6336034A - Internal combustion engine of changeable compression ratio - Google Patents

Abstract

PURPOSE:To enable an engine to be put in its optimum operation in accordance with the present operational conditions by providing an auxiliary cylinder which determines an air amount or a mixture amount necessary for one cycle in the internal combustion engine independently of cylinders of the engine and enabling the volume of this auxiliary cylinder to be changed. CONSTITUTION:An auxiliary cylinder axis 7 where an auxiliary cylinder 8 is formed is interposed between intake cylinders 9 and 10 which open at a combustion chamber in a cylinder 4 in which a piston 1 is interposed in a state where reciprocating motion is capable. Also, an ignition plug 11 is provided facing the combustion chamber, and an injector 12 is provided at the auxiliary cylinder 8 so that fuel injection can be executed. And the mixture generated in the auxiliary cylinder 8 is sucked in the combustion chamber according to a descent of the cylinder 4 at the time of an intake stroke when the auxiliary cylinder 8 is opposed to the intake cylinder 9. Also, air is introduced into the auxiliary cylinder 8 when the auxiliary cylinder 8 is opposed to the intake cylinder 10 at the time of a combustion stroke, and then, mixture is generated by injecting fuel from the injector 12.

Description

[Detailed Description of the Invention] [Industrial Application Field] The present invention relates to a cash register or rotary internal combustion engine,
This invention relates to an internal combustion engine whose apparent pressure can be varied.

[Conventional technology]

It is known that the higher the compression ratio of an internal combustion engine, the better the efficiency, but in conventional internal combustion engines, for example, in gasoline engines, the compression ratio was 10 or less.

[Problem that the invention seeks to solve]

In conventional internal combustion engines, when the compression ratio is increased, the temperature rise due to adiabatic compression causes spontaneous combustion, which poses problems in terms of heat resistance and strength of the piston and cylinder.

[Means for solving problems]

In order to solve the above-mentioned problems in internal combustion engines with high compression ratios, the present invention independently determines the intake air amount for each cylinder so that a mixture smaller than the maximum intake air amount of the cylinder is sent into the cylinder during the intake stroke of the cylinder. It has a sub-cylinder, and the volume of the main cylinder can be varied.

〔Example〕

Next, the present invention will be explained with reference to the drawings.

FIGS. 1 to 8 show an example of a 4-cycle repro internal combustion engine according to the present invention, with suction bottom dead center, compression, top dead center,
It shows the process of a cylinder at explosion, bottom dead center, exhaust, and top dead center.

In Oni, 1 is a piston, 2 is an arm, 3 is a crankshaft, 4 is a cylinder, 5 is an exhaust valve, 6 is an exhaust pipe, 7 is a sub-cylinder shaft, 8 is a sub-cylinder, 9° 10 is an intake pipe, 11 is The spark plug 12 is an injector.

As can be seen from the processes shown in Figures 1 to 8, the rotational speed ratio of the crankshaft 3 and sub-cylinder shaft 7 is 2:1, and the shaft rotation angle in each process is shown in units of sub-cylinder shaft 4S: crankshaft 90'. It shows. In the suction process shown in Figure 1, the sub-cylinder 8 and the suction pipe 9#i face each other, and as the cylinder 4 descends, the air-fuel mixture in the sub-cylinder 8 is sucked into the cylinder 4. Next, at the bottom dead center in FIG. 2, the sub-cylinder 8 no longer faces the suction cylinder 9, and the crankshaft 3 has advanced by 90 degrees and the sub-cylinder shaft 7 has rotated by 45 degrees relative to FIG. 1-1.

FIG. 3 shows the compression process, where the crankshaft 3 is rotated 90 degrees with respect to FIG. In FIG. 4, the spark plug 11 is at top dead center, and the spark plug 11 emits a spark just before the top dead center, and the air-fuel mixture in the cylinder 4 begins to explode. At this point, the crankshaft 3 has rotated 9o' and the sub-cylinder shaft 7 has rotated 45 degrees with respect to FIG.

FIG. 5 shows the explosion process, at which time the cutting cylinder 8 faces the suction cylinder 10 and air is sucked into the sub cylinder 8. At this point, the crankshaft 3 is 90°' with respect to Figure 1-4.
The IIJ cylinder shaft 7 has progressed through 45 degrees of rotation.

FIG. 6 shows the process at the bottom dead center, at which time the exhaust valve 5 opens and the exhaust inside the cylinder 4 begins. At this point, the crankshaft 3 has completed 90 revolutions and the sub-cylinder shaft 7 has completed 45 revolutions relative to FIG.

FIG. 7 shows the exhaust process, and as the piston 1 rises, combustion gas passes through the exhaust valve 5 and is exhausted to the exhaust pipe 6. At this point, gasoline is injected into the auxiliary cylinder 8 from the injector 12, and the inside of the auxiliary cylinder 8 is filled with the air-fuel mixture. Also, in relation to Fig. 6, the crankshaft 3 is 90, and the sub cylinder shaft 7 is 45.
It's progressing.

FIG. 8 shows the process at top dead center, and at this point the exhaust valve 5 is closed and if the rotation of the crankshaft 3 continues, the process proceeds to the process shown in FIG. 1 and all processes of the four-cycle engine are completed. Also, in Fig. 8, compared to Fig. 7, the crankshaft 3 is 90; the auxiliary cylinder shaft 7 is 4.
5° rotation is progressing. The air pressure now sucked into the sub-cylinder 8 is atmospheric pressure p, its volume is V, and the cylinder 4
If the volume at bottom dead center of is v8 and the top dead center compression pressure is V, then the compression pressure p0 just before top dead center ignition in the compression process is v/V:
Intake Air Rate Since the compression ratio e of a conventional internal combustion engine is approximately 10, if the compression ratio ε of the internal combustion engine of the present invention is set to 100, in order to obtain the equivalent compression pressure p0, v / V, It should be 1/10. In other words, in the conventional internal combustion engine, the intake air amount (corresponding to the intake air amount of the auxiliary cylinder 8) v = V, but in the present invention, the intake air amount of the cylinder (the intake air amount corresponding to the bottom dead center of the piston 1) is By feeding a mixture of approximately 1/l O from the sub cylinder 8, the conventional top dead center compression pressure is made possible, and during the explosion process, the expansion from top dead center to bottom dead center is 100% of the compression ratio. equivalent to 1
00 times, the exhaust gas at the bottom dead center has fully expanded and has almost no energy, making it possible to obtain a highly efficient internal combustion engine.

From the viewpoint of optimal control of the internal combustion engine, it is preferable that the top dead center compression pressure of the internal combustion engine can be varied depending on the rotational speed, load, and fuel type and temperature. Conventional internal combustion engines have the disadvantage that this top dead center compression pressure and apparent compression ratio cannot be varied.

Another feature of the present invention is that this top dead center compression pressure can be varied, which will be explained next.

9 and 10 show structural cross-sectional views of the sub-cylinder shaft 7, 8 is a sub-cylinder, 13 is a sub-cylinder variable capacity piston (hereinafter referred to as variable piston), 14 is a hydraulic cylinder, 1
5 is a hydraulic electric.

In Fig. 9, oil is not pumped into the hydraulic cylinder by hydraulic pressure, so the volume of regular cylinder 8 is sufficiently large.In Fig. 10, oil is pumped into the hydraulic cylinder by hydraulic pressure, and when the variable piston is inserted into cylinder 8. 13 sticks out,
The volume of the sub cylinder 8 is small. As described above, by causing the variable piston 13 to protrude into the sub-cylinder 8 using hydraulic pressure, the position 88 in the sub-cylinder 8 can be varied.

Although the embodiments of the present invention have been described using a register internal combustion engine, the same applies to a rotary internal combustion engine.

〔Effect of the invention〕

As explained above, the present invention takes advantage of the high efficiency of an internal combustion engine with a high compression ratio, provides an internal combustion engine that does not require special consideration of heat resistance and mechanical strength of the piston and cylinder, and can be controlled optimally. Since the intake thrust ratio V/Vl (apparent compression ratio) can be easily varied, optimum operation suitable for winter cropping of the internal combustion engine is possible.

[Brief explanation of drawings]

FIGS. 1 to 8 show the steps of intake, bottom dead center, compression, top dead center, explosion, bottom dead center, and exhaust top dead center of the four-cycle internal combustion engine of the present invention, respectively. 1...Piston, 3...Crankshaft,
4...Cylinder, 5...Exhaust valve, 7.
...Sub-cylinder shaft, 8...Sub-cylinder, Figures 9 and 10 show structural cross-sectional views of the variable cylinder displacement sub-cylinder shaft. 7...Sub-cylinder shaft, 8...Sub-cylinder, 13...Sub-cylinder AF variable piston,
14...Hydraulic cylinder, 15...Hydraulic electric.

Claims (1)

[Claims] In a registration pro or rotary internal combustion engine, the cylinder of the internal combustion engine has an auxiliary cylinder that independently determines the amount of air or air mixture required for one cycle of the internal combustion engine,
A variable compression ratio internal combustion engine in which the volume of the auxiliary cylinder can be varied.