KR200315393Y1 - High Expansion Ratio Piston Engine - Google Patents

Abstract

The present invention relates to an intake and exhaust device in a crank piston engine. In the conventional piston engine, since the intake and exhaust of the engine sucked into the cylinder and discharged from the cylinder is not performed quickly, the expansion ratio of the combustion gas in the cylinder is set smaller than the compression ratio of the air. Therefore, the combustion gas in the cylinder has a considerably high pressure even after completion of the expansion process, and this pressure is not converted into power and is exhausted, so that in the conventional engine, the exhaust loss is about 30% of a given fuel.

The present invention is directed to a single poppet valve and a rotary type intake / exhaust valve device in which a conventional piston engine reciprocates by cam / spring in a conventional piston engine. In addition, by adding a low compression ratio rotary compressor to the exhaust manifold, the exhaust gas is quickly discharged from the cylinder. Combustion gases exiting the cylinder have a high pressure. In the present invention, the combustion gas in the cylinder is quickly discharged by this pressure energy.

In the present invention, the expansion ratio of the combustion gas is larger than the compression ratio of the intake air. That is, more power is produced in the cylinder. Conventional piston engines require the exhaust valve to open considerably before the piston reaches its bottom dead center. Thus, a significant amount of high pressure combustion gases are produced without power. However, in the present invention, the poppet valve 14 and the rotary exhaust valve 13 are opened when the piston approaches the bottom dead center. Therefore, the combustion gas produces more power.

Description

High Expansion Ratio Piston Engine

The present invention relates to an intake and exhaust device that allows the intake and exhaust of a crank piston engine to be made quickly, and an object of the present invention is to provide an operation method in which the output of the engine is greatly improved. The exhaust valve is opened considerably ahead of the piston's bottom dead center for rapid discharge of the combustion gases. The intake valve is also closed after the piston passes the bottom dead center. This is because the intake and exhaust of the engine are not made quickly. Therefore, in the conventional engine, the expansion ratio of the combustion gas is lower than the compression ratio of the air, and thus, the combustion gas that is not fully expanded does not produce power and is discharged, and there are many defects as much as 30% of the fuel given the exhaust loss. In order to solve this problem, the variable crank piston engine (10-0241412) was invented, but this invention had another deficiency in which the crankshaft was complicated, and there was a fear that the piston would be forced into the cylinder head by its inertia during the exhaust process. Has not been realized with commercial engines.

The present invention is to solve this problem, and replaces the intake and exhaust valve device reciprocating by the cam / spring in the conventional piston engine to a single poppet valve and a rotary type intake and exhaust valve device, An additional rotary type low compression ratio compressor is installed in the exhaust manifold so that the exhaust gas is quickly discharged from the cylinder, so that the expansion ratio of the combustion gas is higher than that of the intake air. Thus, the combustion gases produce more power in the cylinders.

If the combustion gas exits the expansion process from the cylinder quickly, the exhaust valve can be opened by slowing down until the piston reaches the bottom dead center so that the combustion gas produces more power. However, combustion gases are not released quickly. Therefore, in a conventional engine, although there is an energy loss, the exhaust valve must be opened in advance for rapid discharge of combustion gas.

In the present invention, a low compression ratio rotary type compressor is installed in the exhaust manifold so that combustion gas is discharged quickly. A gas expander (or exhaust turbine) is installed on the same shaft as the compressor. Such compressors and gas expanders are suitable for the recently invented (20-0296399) 'rotary fluid transporter'. In the present invention, the combustion gases discharged from the cylinder are connected to each other by a pipe so that the compressor enters the gas expander via the catalytic converter. In the present invention, the same four poppet valves for controlling the intake and exhaust may be arranged in one cylinder. When four poppet valves are arranged per cylinder, air can be sucked through the four poppet valves and combustion gas can be discharged, thereby making the intake and exhaust of the gas faster.

The combustion gases that have expanded in the cylinder still have a fairly high pressure. In this design, this pressure energy is converted into mechanical power in the gas expander. Therefore, the compressor is driven by this power, and the compressor sucks (without expanding) the combustion gas that has completed the expansion process in the cylinder, so that the combustion gas in the cylinder is quickly discharged. Intuitively, the output of the engine may be reduced by compressing the exhaust gas back into the compressor, but the energy loss (more discarded), except for mechanical frictional losses, is generated by the gas expanding in the expander again to produce power. Does not occur. Therefore, the combustion gas is quickly discharged from the cylinder, so the power used by the piston to discharge the combustion gas in the cylinder is reduced, so that the output of the engine is further improved.

The present invention is configured to allow the combustion gas in the cylinder to be quickly discharged so that the piston closes to the bottom dead center to open the exhaust valve, and the intake valve is closed before the bottom dead center. Therefore, the expansion ratio of the combustion gas is higher than the compression ratio of the air, thereby greatly improving the thermal efficiency of the engine. In the present invention, if the intake valve is closed before the piston reaches the bottom dead center, a vacuum is caught in the cylinder, which may cause a decrease in the engine output. It does not deteriorate and hence no energy loss occurs.

In the present invention, unlike the conventional engine, when the intake valve is closed in advance, the amount of air sucked into the cylinder may be small, and as a result, the output of the engine may be deteriorated. However, if the crank size is set larger so that the intake air volume is the same as that of a conventional engine, the piston will eventually retreat, causing the combustion gas to expand more in the cylinder, thus increasing the engine's output further. As a result, the engine's thermal efficiency is higher.

Rotary intake and exhaust valves used in the present invention is the same as the structure of the butterfly (Butterfly) valve commonly used in the piping system in the basic structure. Therefore, the present invention can be produced sufficiently by the conventional technology.

1 is a cross-sectional view of a cylinder head of a conventional piston engine,

2 is a cross-sectional view of the cylinder head showing the configuration of the present invention,

3 is a rotor shaft three-dimensional view of the rotary valve of the present invention,

4 is a configuration diagram (Flow Diagram) showing an overview of the present invention,

5 is a diagram showing a valve opening and closing timing of a conventional piston engine,

6 is a diagram showing a valve opening and closing time of the present invention,

7 is a diagram showing the operation of the present invention,

8 is a three-dimensional view showing the configuration of the camshaft of the present invention, Figure 9 is a three-dimensional view of another form of the inner camshaft shown in FIG.

10 is a detailed view showing the main portion of the camshaft of the present invention.

*** Brief description of symbols used in the drawing ***

10: (engineered) piston engine

11: intake port

12: rotary suction valve

13: rotary exhaust valve

14: Poppet Valve (Main Valve)

15: combustion chamber

16: piston

17: exhaust port

18: external camshaft

18A / 18B: Cam separated in half

18C: Collar for fixing half cam 18B (Co1ar) 18D: Part where timing gear is mounted 18E: Inner protrusion of half cam 18B

19: internal camshaft

19A: groove into which the projection of the half cam 18B is fitted

19B: Helical Spline 19C: Poppet valve (intake) closing timing adjustment fork

20 / 20A: Compressor and Supercharger

30: catalytic converter

40: exhaust turbine or gas expander

1 shows a cylinder head portion related to the present invention in a conventional crank piston engine. Figure 2 is a cross-sectional view showing a cylinder head portion of the present invention, corresponding to FIG. 1 and 2, the spark plug or fuel injection nozzle is omitted because it is not related to the present invention. Figure 3 shows the valve shaft shape of the rotary intake and exhaust valve 12/13 according to the present invention. The basic structure of these valves is similar to butterfly valves commonly used in piping systems. A timing gear is provided on one side of the valve shaft and rotates at the same rotational speed as the cam shaft of the poppet valve 14 (1/2 of the crank shaft). It is sufficiently possible to mount these valves on the cylinder head in the prior art.

Figure 4 is a flow diagram showing the flow of air / combustion gas to simplify the configuration of the present invention; A supercharger 20A (Supercharger) commonly used in diesel engines is installed in the intake manifold, and a low compression ratio compressor 20 is added so that its inlet is connected to the exhaust manifold. Pipes) to the catalytic converter 30 and to the pipes so that the exhaust gas flows from the catalytic converter to the gas expander 40 (or the exhaust turbine); The compressor and expander are mounted on the same shaft. In the present invention configured as described above, the combustion gas discharged from the cylinder is introduced into the gas expander 40 via the catalytic converter 30 in the compressor 20. Unlike the conventional engine, the combustion gas passing through the catalytic converter does not expand further after completion of the expansion process in the cylinder, so that the temperature may be maintained higher than the catalytic reaction temperature.

The gas expander 40 is preferably a rotary fluid feeder 20-0296399 (as previously mentioned) capable of expanding the exhaust gas to atmospheric pressure in a confined space so that exhaust noise is removed without a muffler. Such a gas expander is highly efficient and can sufficiently drive the compressor 20 and the supercharger 20A by the power generated by the pressure of the exhaust gas. When the exhaust gas expands to atmospheric pressure in a closed space of the gas expander, the pressure (about 3 atmospheres) of the combustion gas discharged from the cylinder is thermodynamically converted into power. This power eventually compensates for the mechanical frictional losses that occur in the supercharger, compressor and expander and the rest is output to the engine. In other words, the power used by the piston as it discharges the combustion gas in the cylinder is reduced, thereby improving the output of the engine.

Figure 5 shows the intake and exhaust valve opening and closing time of the conventional crank piston engine. These valve openers tell us that the expansion ratio of the combustion gases is lower than the compression ratio of the air. Figure 6 shows the valve opening and closing timing of the subject innovation. Combustion gases exiting the cylinder have a high pressure. In the conventional gasoline engine, this pressure is mostly discarded. In the present invention, this pressure is converted to mechanical power using a gas expander as shown in FIG. By this power, the compressor 20 mounted on the same shaft is driven. Therefore, the compressor sucks the combustion gas in the engine cylinder, and in the present invention, the combustion gas which has completed the expansion process is quickly discharged from the cylinder. In the present invention, the same four poppet valves 14 may be arranged per cylinder so that the intake and exhaust are made more quickly.

Therefore, in the present invention, as shown in FIG. 6, the exhaust valve may be opened near the bottom dead center of the piston. Therefore, the expansion ratio of the combustion gas is higher than the compression ratio of the air. More specifically, as shown in Fig. 6, the poppet valve 14 which controls the intake and exhaust timing of the air can be closed before reaching the bottom dead center and slowed open until the next bottom dead center is almost reached. Therefore, the expansion ratio of the combustion gas is higher than the compression ratio of the air. The crankshaft is set larger so that this compression ratio (determined by the poppet valve closing early) becomes an appropriate compression ratio. Therefore, the stroke (distance) of the piston becomes longer, and eventually the high expansion ratio results in more combustion gas expanding in the cylinder. That is, more power is produced, which in turn improves the engine's thermal efficiency.

Figure 7 is a simplified diagram showing the operating state of the present invention. 7A shows that with the poppet valve 14 open, the rotary exhaust valve 13 is closed and the intake valve 12 is opened while air (or air / fuel mixture gas) is released from the inlet 11 as the piston retracts. It is shown that it is being sucked into the cylinder. When the crankshaft rotates for some time, the poppet valve 14 is closed as shown in FIG. 7B to complete the suction process. Subsequently, as shown in FIG. 6, when the rotary intake valve 12 is closed and the crank shaft is further rotated so that the piston passes through the bottom dead center, air compression is performed as shown in FIG. 7C.

As the piston passes through the top dead center, a combustion process of the fuel occurs, and as shown in FIG. 7D, the poppet valve 14 is still closed to expand the combustion gas and produce power. Next, as shown in Fig. 7E, when the piston reaches near the bottom dead center (see Fig. 6) and the rotary intake valve 12 is closed, the expansion process ends just before the exhaust valve 13 is opened. If the crankshaft is further rotated, as shown in Fig. 7F, both the rotary exhaust valve 13 and the poppet valve 14 are opened to proceed the exhaust gas exhaust process. Then, when the piston reaches the top dead center, as shown in Fig. 6, the rotary intake / exhaust valve 12/13 is opened and closed to the state of Fig. 7A, and then the suction process described above continues.

As such, in the present invention, one poppet valve and a rotary intake / exhaust valve are satisfactorily performing functions of two (intake and exhaust) poppet valves conventionally. These rotary valves, unlike poppet valves, do not require a cam / spring. Therefore, the present invention also has the advantage that the cylinder head becomes simpler.

In the present invention, as shown in Figs. 8 and 10, when the cams 18A / 18B for reciprocating the poppet valve 14 are separated into two, the compression ratio of air can be controlled during operation. Although not shown, the outer camshaft 18 is driven by a timing gear mounted at one end 18E, and the inner camshaft 19 is connected to the outer camshaft by a helical spline 19B (Spline) that looks like a helical gear. Connected and rotates along the outer camshaft 18. The inner camshaft 19 is provided with the groove 19A like a key groove, and the inner projection 18E of the half cam 18B is fitted in this groove. At one end of this inner camshaft 19 is provided a fork 19C, which is usually used in machinery, as shown in FIG. Therefore, the inner camshaft 19 is twisted for some time by the left and right movement of the inner camshaft by the action of the helical spline 19B and the fork 19C. That is, the half cam 18B may close the poppet valve 14 later or faster as the centrifugal governor device or electronic device senses the degree of rotation of the engine and controls the fork from side to side. Therefore, according to the present invention, the compression ratio of air can be controlled to some extent according to the load (high speed / low speed) of the engine during operation. As the inner camshaft 19 is shown in Fig. 9, one end is formed of a normal spline and the keyway 19A is formed in a spiral, but the spiral keyway is moved by the helical keyway to the half cam 18B according to the left and right movement of the inner camshaft. The effect is the same.

The present invention replaces two intake and exhaust poppet valves with one poppet valve and a rotary intake and exhaust valve, and makes the cylinder head more concise. The expansion ratio of the engine can be set higher than the compression ratio of air, the thermal efficiency is significantly increased. Therefore, the present invention is expected to be an engine that can save fuel energy.

Claims (3)

In the crank piston engine, one poppet valve 14 and a rotary intake and exhaust valve 12/13 are mounted to replace the functions of the conventional (two) intake and exhaust poppet valves. Expansion ratio piston engine. 2. The camshaft of the poppet valve 14 consists of an outer camshaft 18 and an inner camshaft 19, these camshafts 18/19 having a helical spline 19B (spline) (or a normal spline). ), The inner camshaft 19 is formed with a key groove 19A (or spiral key groove), and the cam for operating the poppet valve is separated into two (18A / 18B), one of which is fixed to the timing gear. Fixed to the outer camshaft 18, and the other is connected to the keyway 19A (by inserting the inner projection 18E), so that the helical spline (or the helical keyway) moves along the left and right of the inner camshaft. The high expansion ratio piston engine that allows the half cam 18B to be distorted (relative to the outer camshaft) as a result of the operation of the poppet valve. The exhaust manifold is provided with a compressor having a low compression ratio so that the combustion gas in the cylinder is quickly discharged, and the opening / closing time of the intake / exhaust valve is set so that the expansion ratio of the combustion gas is higher than the compression ratio of the air (piston bottom dead center) A high expansion ratio piston engine that is set so that the poppet valve 14 closes before it reaches.