201118239 六、發明說明： 【發明所屬之技術領域】 本發明係關於一種具共軛凸輪組之内燃機構造，特 別是關於一種使曲軸旋轉一周即可完成四個行程且能 調整進氣/排氣行程比例之具共軛凸輪組之内燃機構 造。 【先前技術】 内燃機(engine，又稱為引擎）是用以將燃油和空氣混 合成可燃混合氣，然後進入汽缸及利用火星塞點燃混合 氣造成燃燒來推動活塞運動，活塞並經由連桿帶動曲 軸，以利用曲軸驅動外部機構。内燃機常應用於汽車、 機車等交通工具或發電機等各種工業用途，常見的内燃 機可概分為二行程及四行程兩種，其中習用四行程内燃 機的每一工作循環周期均歷經下列四個行程： (1)、進氣行程：如第1A圖所示，在此行程中，首 先使四行程内燃機之一進氣閥門101開啓，同時使一排 氣閥門102關閉，且該汽缸100内之一活塞103係由一 上止點U逐漸往一下止點L移動，使該活塞103上方 的容積增大，造成該汽缸100内産生一定的真空度，以 便將可燃混合氣導入一汽缸100内。在該活塞103行進 至下止點L後，該活塞103已藉由一連桿104帶動一曲 軸箱105内之一曲轴106轉動半周（也就是180度），此 時將造成該進氣閥門101關閉，而結束進氣行程。 201118239 (2) 、壓縮行程：如第1B圖所示，在進氣行程結束 後，該進氣閟門101、排氣閥門102同時關閉。該曲軸 106繼續旋轉，使該活塞由下止點L往上止點U移 動，造成該活塞103上方的容積縮小，因而逐漸壓縮該 汽缸100 t的混合氣’使其溫度、壓力升高。當該曲軸 106再轉動半周且轉動滿一周（也就是360度)及該活塞 103列達上土點U時，壓縮行程結束。 (3) 、動力行程：如第1C圖所示，當壓縮行程即將 • 結束時’甴〆火星塞107通電產生火花，以點燃混合 氣。由於混合氣迅速爆炸燃燒造成空氣膨脹，因此在極 短時間内壓力及溫度驟升。高溫、高壓的燃氣將推動該 活塞103迅速向下移動’並通過該連桿104使該曲軸 106旋轉而帶動外部機構。在動力行程中，該活塞103 由上jh點U移至下止點l，該曲軸1〇6再轉動半周且總 共轉動一周半（也就是540度）。隨著該活塞1〇3下移， 該活塞103上方的容積增大，燃氣溫度、壓力將逐漸降 低。 (4) 、排氣行程：如第1D圖所示，混合氣燃燒後產 生廢氣，爲了進行下一個工作循環周期，廢氣必需及時 排出至該汽缸1〇〇外。因此，在動力行程結束時，該排 氣閥門102將會開啓，順著該活塞1〇3向上移動，廢氣 便通過該排氣閥門102排出。當該活塞1〇3到達上止點 U時，該排氣闕門102將會關閉，此時該曲軸106再轉 動半周且總共轉動兩周（也就是720度），因而完成一個 201118239 工作循環周期 标上所述，該 々 仃牲内燃機經過進氣、歷縮、動力 严，，二四：仃程’凡成一個工作循環周期。在這段期 二二a⑽在其上、T止點U、L間往復移動二回’ 5 ι〇6也相對的旋轉兩周。然而，上述習用四行程 二燃機的技術問題在於：在排氣階段中， 上"循琢·周期 完成後通常殘留一部分廢氣於該汽虹U)G内，這些廢氣 將會衫響下-㈣周期在進氣及動力行程的效率。然 而，若該活塞103在進氣、壓縮、動力及排氣四個行程 中的位移距離皆維持相同，則進氣量及排氣量的比例將 無法被調整，因而使得上述殘留廢氣問題無法獲得解 決。再者，由於該曲軸1〇6在進氣及壓縮行程時必需旋 轉一周，但此時該曲軸106並無法輸出有效動力來驅動 外部機構，即該曲軸1〇6只有在動力及排氣行程才能輸 出有效動力。結果，由於該曲軸1〇6在旋轉第一周及第 二周時具有加速不連續的情況，且會使該曲轴1〇6之轉 速過快’因而容易造成外部機構零件受力突增、大幅增 加零件磨耗及降低零件使用壽命的問題，且不適用於高 速運轉場合。為了解決此問題，必需並排設置二組或以 上的四行程内燃機組’來以相互彌補其動力輸出的空窗 期來增大動力輸出，但此設置方式卻也將增大内燃機的 整個體積’而不利於降低内燃機的佔用空間。 故，有必要提供一種四行程内燃機構造，以解決習 知技術所存在的問題。 201118239 【發明内容】 本發明之主要目的在於提供一種具共軛凸輪組之内 燃機構造，其中活塞經由連桿、滾子搖臂及二滾子來推 動或拉動曲轴上之共輛凸輪組，共輛凸輪組之二凸輪形 狀及排列角度可依需求進行更換，以改變進氣/排氣行 程的比例以及壓縮/動力行程的比例，進而有利於提升 燃燒效率、提高廢氣排淨效率及增加動力輸出馬力。 • 本發明之次要目的在於提供一種具共軛凸輪組之内 燃機構造，其中活塞經由連桿、滾子搖臂及二滾子來推 動或拉動曲軸上之共軛凸輪組，當完成一工作循環周期 的四個行程時，曲軸僅需旋轉一周（即360度），進而有 利於降低曲軸轉速變動範圍、降低曲軸工作負載、減少 零件磨損及縮減内燃機體積。 為達上述之目的，本發明提供一種具.共軛凸輪組之 内燃機構造，其包含：一活塞，容置在一汽缸内，並可 ^ 相對該汽缸之軸向進行往復直線運動；一連桿，具有一 第一端及一第二端，該第一端樞接於該活塞，使該連桿 與該活塞同步移動；一滾子搖臂，具有一動力來源端、 一第一滾子接點、一第二滚子接點及一支點，其中該連 桿之第二端樞接於該動力來源端，以驅動該第一及第二 滾子接點相對該支點轉動；一推力滾子，樞接於該滾子 搖臂之第一滾子接點；一拉力滾子，樞接於該滾子搖臂 之第二滚子接點；以及，一共軛凸輪組，固定於一曲軸 201118239 上，並具有相互結合之一推力凸輪及一拉力凸輪，其中 該推力凸輪及拉力凸輪具有不同之非正圓凸輪外廓，該 推力凸輪之外廓與該推力滾子相接觸，及該拉力凸輪之 外廓與該拉力滚子相接觸。 在本發明之一實施例中，該共輛凸輪組及曲軸轉動 一周等於該活塞之動力、排氣、進氣及壓縮四個行程。 在本發明之一實施例中，該進氣/排氣行程的比例等 於該推力凸輪及拉力凸輪對應該進氣/排氣行程的外廓 形狀的比例。 在本發明之一實施例中，該壓縮/動力行程的比例等 於該推力凸輪及拉力凸輪對應該壓縮/動力行程的外廓 形狀的比例。 在本發明之一實施例中，該活塞之動力、排氣、進 氣及壓縮四個行程依序對應於該汽缸内之一第一高 點、一第一低點、一第二高點、一第二低點及該第一高 點所定義的四個位移量區間，其中該第一高點高於或等 於該第二高點，該第一低點低於或等於該第二低點。 在本發明之一實施例中，該進氣/排氣行程的比例等 於該活塞在該第二高點至第二低點的位移量與該第一 低點至第二高點的位移量之比例。 在本發明之一實施例中，該壓縮/動力行程的比例等 於該活塞在該第二低點至第一高點的位移量與該第一 高點至第一低點的位移量之比例。 在本發明之一實施例中，該滾子搖臂之支點利用一 201118239 樞接元件樞接於一曲軸箱之内壁的一固定基座上。 在本發明之一實施例中，該滾子搖臂之支點樞接於 一固定桿上。 在本發明之一實施例中，該動力來源端及支點的連 線與該第一滚子接點及支點的連線之間夾有一夾角小 於90度。 在本發明之一實施例中，該動力來源端及支點的連 線與該第二滾子接點及支點的連線之間夾有一夾角大 # 於90度。 在本發明之一實施例中，該推力滚子之尺寸大於該 拉力滚子之尺寸，且該推力凸輪之尺寸大於該拉力凸輪 之尺寸。 在本發明之一實施例中，該推力凸輪的長度方向與 該拉力凸輪的長度方向之間夾有一夾角小於90度。 在本發明之一實施例中，該拉力凸輪之外廓實質位 $ 於該推力凸輪之外廓的範圍内。 在本發明之一實施例中，該拉力凸輪之外廓的一部 分突出至該推力凸輪之外廓的範圍外。 【實施方式】 為了讓本發明之上述及其他目的、特徵、優點能更 明顯易懂，下文將特舉本發明較佳實施例，並配合所附 圖式，作詳細說明如下。 請參照第2及3圖所示，本發明第一實施例之具共 201118239 軛凸輪組之内燃機構造係屬於一種四行程内燃機’其主 要應用於汽車、機車等交通工具或發電機等各種工業用 途，但並不限於此。本發明之内燃機構造主要係包含： 滾子搖臂 一活塞1、一汽缸2、一連桿 滾子5、一拉力滾子6、一共軛凸輪組7及〆曲軸8， 上述構件基本上皆係由金屬、合金或陶瓷所製成，例如 銘、紹合金、不鏽鋼或氧化鋁陶瓷材料等，但並不限於 此。本發明於下文提及之上、下、左、右、内、外、縱 向、橫向等方位用語係以圖面所示内燃機構造之方位為 參考基準，上述方位用語其僅是用來輔助說明相關構件 之組裝關係，並非用來限制本發明，於此合先敘明。 =參照第2及3圖所示，本發明第一實施例之活塞 π缸2及連桿3係屬於現有内燃機的構造，其中該 塞1係一金屬圓柱狀體，該汽缸2係一中空金屬殼， 3係—長條狀金屬桿體。該活塞1係容置在該 二缸2内，並可相對該汽缸2之軸向（即縱向）進行往復 動。該連桿3具有一第-端31及-第二端 註活塞1峒31伸入該汽缸2内並利用銷或栓樞接於 2塞1使該連桿3能與該活塞1同步進行往復縱向 ，其中該連椁3之第二端32可相對該第一端3〗小 用度的進行樞轉。 + 再^第2及3圖所示，本發明第—實施例之滚 糸一類似閃電形狀之多段彎折金屬板體，但 不限於此形狀’其亦可能是菱形、平行四邊形或三又狀 201118239 之金屬板體。該滾子搖臂4具有—動力來源端4ι、一 第一滾子接點42、一第二滚子接點43及一支點44，其 分別位於贿子搖臂4之四個角隅位置。如第3圖之簡 要示意圖所示，該動力來源端41及支點44的假想連線 與該第一滚子接點42及支點44的假想連線之間^有L 央角小於9〇度，同時該動力來源端41及支點44的假 想連線與該第二滾子接點43及支點44的假想連線之間 爽有另一夾角大於90度。再者，該支點44利用一搞接 # 元件4〇(例如鎖或栓)樞接於-曲軸箱9之内壁的一固定 基座91上。該連桿3之第二端32係利用銷或栓樞接於 該動力來源端4卜該連桿3可經由該動力來源端41傳 遞動力驅動該第一及第二滾子接點43、44相對該支點 44同時順時針或逆時針轉動。另外，該推力滾子$及 拉力滚子6係二短圓柱或短圓桶狀體，該推力滾子5係 利用銷或栓樞接於該滾子搖臂4之第一滾子接點42 ; φ 同時，該拉力滾子6利用銷或栓梅接於該滾子搖臂4之 第二滚子接點43，且該推力滾子5之尺寸較佳設計成 大於該拉力滚子6之尺寸。 凊再參照第2及3圖所示，本發明第一實施例之共 軛凸輪組7係固定結合於該曲軸8上，並能帶動該曲軸 8同步轉動。該共軛凸輪組7具有一推力凸輪71及一 拉力凸輪72’其中該推力凸輪71及拉力凸輪72利用 至少二固定元件73彼此固定結合成一體，該固定元件 73可選自螺絲，但亦可能直接利用焊接結合該推力凸 11 2〇Πΐ8239 71 xt201118239 VI. Description of the Invention: [Technical Field] The present invention relates to an internal combustion engine construction having a conjugate cam group, and more particularly to a four-stroke rotation of a crankshaft for one revolution and an adjustment of an intake/exhaust stroke Proportional combustion engine construction with conjugate cam sets. [Prior Art] An internal combustion engine (engine, also known as an engine) is used to mix fuel and air into a combustible mixture, then enter the cylinder and use a spark plug to ignite the mixture to cause combustion to push the piston. The piston drives the crankshaft via the connecting rod. To drive the external mechanism with the crankshaft. Internal combustion engines are often used in various industrial applications such as automobiles and locomotives, etc. Common internal combustion engines can be divided into two strokes and four strokes. The four strokes of the conventional four-stroke internal combustion engine are subjected to the following four strokes. (1) Intake stroke: As shown in FIG. 1A, in this stroke, first, one of the four-stroke internal combustion engine intake valves 101 is opened, and at the same time, one exhaust valve 102 is closed, and one of the cylinders 100 is closed. The piston 103 is gradually moved from a top dead center U to a lower dead center L, so that the volume above the piston 103 is increased, causing a certain degree of vacuum in the cylinder 100 to introduce the combustible mixture into a cylinder 100. After the piston 103 travels to the bottom dead center L, the piston 103 has driven a crankshaft 106 in the crankcase 105 to rotate half a cycle (ie, 180 degrees) by a connecting rod 104, which will cause the intake valve 101. Close and end the intake stroke. 201118239 (2) Compression stroke: As shown in Fig. 1B, after the end of the intake stroke, the intake valve 101 and the exhaust valve 102 are simultaneously closed. The crankshaft 106 continues to rotate, causing the piston to move from the bottom dead center L to the top dead center U, causing the volume above the piston 103 to decrease, thereby gradually compressing the mixture of the cylinder 100 t to raise its temperature and pressure. When the crankshaft 106 is rotated half a turn and rotated for one full turn (i.e., 360 degrees) and the piston 103 reaches the upper point U, the compression stroke ends. (3) Power stroke: As shown in Figure 1C, when the compression stroke is about to end • the spark plug 107 is energized to generate a spark to ignite the mixture. Due to the rapid explosion of the mixture, the air expands, so the pressure and temperature rise sharply in a very short time. The high temperature, high pressure gas will urge the piston 103 to move down rapidly' and rotate the crankshaft 106 through the link 104 to drive the external mechanism. In the power stroke, the piston 103 is moved from the upper jh point U to the bottom dead center l, and the crankshaft 1〇6 is rotated for another half a week and rotated a total of one and a half times (i.e., 540 degrees). As the piston 1〇3 moves down, the volume above the piston 103 increases, and the gas temperature and pressure will gradually decrease. (4) Exhaust stroke: As shown in Figure 1D, the exhaust gas is burned to produce exhaust gas. In order to carry out the next duty cycle, the exhaust gas must be discharged to the outside of the cylinder in time. Therefore, at the end of the power stroke, the exhaust valve 102 will open, move upward along the piston 1〇3, and exhaust gas will be exhausted through the exhaust valve 102. When the piston 1〇3 reaches the top dead center U, the exhaust valve 102 will be closed, at which time the crankshaft 106 is rotated half a turn and rotated for a total of two weeks (ie, 720 degrees), thus completing a 201118239 duty cycle. According to the above description, the internal combustion engine passes through the intake air, shrinks, and the power is strict, and the second and fourth stages of the internal combustion process are in a working cycle. During this period, two a (10) are reciprocated two times back to the top of the T, U and L, and that the '5 ι〇6 is also rotated for two weeks. However, the technical problem of the above-mentioned conventional four-stroke two-combustion engine is that in the exhaust phase, after the completion of the cycle, a part of the exhaust gas is usually left in the steam rainbow U)G, and the exhaust gas will be blown down - (4) The efficiency of the cycle in the intake and power strokes. However, if the displacement distance of the piston 103 in the four strokes of intake, compression, power and exhaust remains the same, the ratio of the intake air amount and the exhaust gas amount cannot be adjusted, so that the residual exhaust gas problem cannot be obtained. solve. Furthermore, since the crankshaft 1〇6 has to rotate one revolution during the intake and compression strokes, the crankshaft 106 cannot output effective power to drive the external mechanism, that is, the crankshaft 1〇6 can only be driven by the power and exhaust strokes. Output effective power. As a result, since the crankshaft 1〇6 has an acceleration discontinuity when rotating the first and second weeks, and the rotation speed of the crankshaft 1〇6 is too fast, it is likely to cause a sudden increase in the force of the external mechanism components. Increases part wear and reduces part life and is not suitable for high speed applications. In order to solve this problem, it is necessary to arrange two or more sets of four-stroke internal combustion engine groups side by side to increase the power output by mutually replenishing the air window period of the power output, but this arrangement will also increase the entire volume of the internal combustion engine. It is not conducive to reducing the space occupied by the internal combustion engine. Therefore, it is necessary to provide a four-stroke internal combustion engine configuration to solve the problems of the prior art. 201118239 SUMMARY OF THE INVENTION A primary object of the present invention is to provide an internal combustion engine configuration having a conjugate cam group in which a piston pushes or pulls a common cam group on a crankshaft via a connecting rod, a roller rocker arm, and two rollers. The cam shape and arrangement angle of the cam group can be changed according to requirements to change the ratio of intake/exhaust stroke and the ratio of compression/power stroke, which is beneficial to improve combustion efficiency, improve exhaust gas discharge efficiency and increase power output horsepower. . • A secondary object of the present invention is to provide an internal combustion engine configuration having a conjugate cam set in which a piston pushes or pulls a conjugate cam set on a crankshaft via a connecting rod, a roller rocker arm and two rollers, when a duty cycle is completed During the four strokes of the cycle, the crankshaft only needs to rotate one revolution (ie 360 degrees), which is beneficial to reduce the range of crankshaft speed variation, reduce crankshaft working load, reduce part wear and reduce the size of the internal combustion engine. In order to achieve the above object, the present invention provides an internal combustion engine structure having a conjugate cam group, comprising: a piston housed in a cylinder and capable of reciprocating linear motion with respect to an axial direction of the cylinder; Having a first end and a second end, the first end is pivotally connected to the piston to move the link synchronously with the piston; a roller rocker arm having a power source end and a first roller connection a second roller contact and a point, wherein the second end of the link is pivotally connected to the power source end to drive the first and second roller contacts to rotate relative to the pivot point; a thrust roller a first roller contact pivotally connected to the roller rocker arm; a tension roller pivotally connected to the second roller contact of the roller rocker arm; and a conjugate cam set fixed to a crankshaft 201118239 And a thrust cam and a tension cam combined with each other, wherein the thrust cam and the tension cam have different non-circular cam profiles, the thrust cam profile is in contact with the thrust roller, and the tension cam The outer profile is in contact with the tension roller. In one embodiment of the invention, the common cam assembly and the crankshaft are rotated for one revolution equal to the power, exhaust, intake, and compression of the piston. In one embodiment of the invention, the ratio of the intake/exhaust stroke is equal to the ratio of the thrust cam and the tension cam to the outer shape of the intake/exhaust stroke. In one embodiment of the invention, the ratio of the compression/power stroke is equal to the ratio of the thrust cam and the tension cam to the outer shape of the compression/power stroke. In one embodiment of the present invention, the four strokes of the power, exhaust, intake, and compression of the piston sequentially correspond to one of the first high point, the first low point, and the second high point in the cylinder. a second low point and four displacement amount intervals defined by the first high point, wherein the first high point is higher than or equal to the second high point, and the first low point is lower than or equal to the second low point . In an embodiment of the invention, the ratio of the intake/exhaust stroke is equal to the displacement amount of the piston at the second high point to the second low point and the displacement amount of the first low point to the second high point. proportion. In one embodiment of the invention, the ratio of the compression/power stroke is equal to the ratio of the displacement of the piston from the second low point to the first high point to the displacement of the first high point to the first low point. In one embodiment of the invention, the fulcrum of the roller rocker arm is pivotally coupled to a fixed base of the inner wall of a crankcase by a 201118239 pivoting member. In an embodiment of the invention, the fulcrum of the roller rocker arm is pivotally connected to a fixed rod. In an embodiment of the invention, the line connecting the power source end and the fulcrum and the line connecting the first roller contact and the fulcrum have an angle of less than 90 degrees. In an embodiment of the invention, the connection between the connection between the power source end and the fulcrum and the connection between the second roller contact and the fulcrum is greater than 90 degrees. In an embodiment of the invention, the thrust roller has a size larger than the size of the tension roller, and the thrust cam has a size larger than the size of the tension cam. In an embodiment of the invention, the longitudinal direction of the thrust cam and the longitudinal direction of the tension cam are sandwiched by an angle of less than 90 degrees. In one embodiment of the invention, the tension cam profile is substantially within the range of the thrust cam profile. In one embodiment of the invention, a portion of the outer contour of the tension cam projects beyond the extent of the outer contour of the thrust cam. The above and other objects, features and advantages of the present invention will become more <RTIgt; Referring to Figures 2 and 3, the internal combustion engine structure of the 201118239 yoke cam group according to the first embodiment of the present invention belongs to a four-stroke internal combustion engine, which is mainly used in various industrial applications such as automobiles, locomotives, and the like. , but not limited to this. The internal combustion engine structure of the present invention mainly comprises: a roller rocker arm, a piston 1, a cylinder 2, a link roller 5, a tension roller 6, a conjugate cam group 7, and a crankshaft 8, and the above components are basically It is made of metal, alloy or ceramic, such as Ming, Shao alloy, stainless steel or alumina ceramic material, but it is not limited to this. The present invention refers to the orientations of the upper, lower, left, right, inner, outer, longitudinal, and lateral orientations below with reference to the orientation of the internal combustion engine configuration shown in the drawing, and the above orientation language is only used to assist in explaining the relevant The assembly relationship of the components is not intended to limit the invention, which is described in the foregoing. Referring to Figures 2 and 3, the piston π cylinder 2 and the connecting rod 3 of the first embodiment of the present invention belong to the structure of a conventional internal combustion engine, wherein the plug 1 is a metal cylindrical body, and the cylinder 2 is a hollow metal. Shell, 3 series - long strip metal rod. The piston 1 is housed in the two cylinders 2 and is reciprocable with respect to the axial direction (i.e., longitudinal direction) of the cylinder 2. The connecting rod 3 has a first end 31 and a second end injection piston 1峒31 extending into the cylinder 2 and pivoted to the second plug 1 by a pin or a bolt to enable the connecting rod 3 to reciprocate synchronously with the piston 1. In the longitudinal direction, the second end 32 of the flail 3 is pivotable relative to the first end 3 . + Further, as shown in Figures 2 and 3, the roll of the first embodiment of the present invention is a multi-segment bent metal plate body similar to a lightning shape, but is not limited to this shape 'it may also be a diamond shape, a parallelogram shape or a triple shape. Metal plate body of 201118239. The roller rocker arm 4 has a power source end 4i, a first roller contact point 42, a second roller contact point 43, and a fulcrum point 44, which are respectively located at the four corners of the bribe rocker arm 4. As shown in the schematic diagram of FIG. 3, the imaginary connection between the power source end 41 and the fulcrum 44 and the imaginary connection between the first roller contact 42 and the fulcrum 44 have an L central angle of less than 9 degrees. At the same time, the imaginary connection between the power source end 41 and the fulcrum 44 and the imaginary connection of the second roller contact 43 and the fulcrum 44 have another angle greater than 90 degrees. Further, the fulcrum 44 is pivotally coupled to a fixed base 91 of the inner wall of the crankcase 9 by means of a splicing element 4 (e.g., a lock or a bolt). The second end 32 of the connecting rod 3 is pivotally connected to the power source end 4 by a pin or a bolt. The connecting rod 3 can transmit power through the power source end 41 to drive the first and second roller joints 43 and 44. The fulcrum 44 is simultaneously rotated clockwise or counterclockwise. In addition, the thrust roller $ and the tension roller 6 are two short cylindrical or short cylindrical barrels, and the thrust roller 5 is pivotally connected to the first roller joint 42 of the roller rocker arm 4 by a pin or a bolt. At the same time, the tension roller 6 is connected to the second roller joint 43 of the roller rocker arm 4 by a pin or a bolt, and the thrust roller 5 is preferably designed to be larger than the tension roller 6 size. Referring to Figures 2 and 3, the conjugate cam set 7 of the first embodiment of the present invention is fixedly coupled to the crankshaft 8 and can drive the crankshaft 8 to rotate synchronously. The conjugate cam assembly 7 has a thrust cam 71 and a tension cam 72'. The thrust cam 71 and the tension cam 72 are fixedly coupled to each other by at least two fixing members 73. The fixing member 73 may be selected from a screw, but may also be Directly using welding to combine the thrust projection 11 2〇Πΐ8239 71 xt
及拉力凸輪72而省略使用該固定元件73。該推 輪71及拉力凸輪72具有彼此不同之非正圓凸輪外 =(即外周面），且該推力凸輪71之尺寸較佳設計成大 力k拉力凸輪72之尺寸，以對應於該推力滾子5及拉 滾子ό之相對尺寸。另外，如第3圖之虛線所示，該 凸輪71的最大長度方向與該拉力凸輪72的之最大 f度方向之間較佳夾有一失角小於90度，且該拉力凸 之外廓實質上位於該推力凸輪71之外廓的範圍 2，上述所指位於範圍内之定義亦包含二者之外廓互為 目切的接觸情況。在本發明中，藉由將該滚子搖臂4沖 =成非平面狀，或藉由使該推力滚子5之柱體直徑大於 該拉力滾子6之柱體直徑，可以順利使該推力滚子5及 拉力滾子6分別以線段接觸該推力凸輪71及拉力凸輪 7之之外廓。再者，該推力滾子5及動力來源端41之間 的距離較佳計成小於該拉力滾子6及動力來源端W 之間的距離，如此可使該推力凸輪71之外廊與該推力 滾子5能相接觸並在動力、排氣及壓縮行程期間可相互 推動，同時使該拉力凸輪72之外靡與該拉力滾子6能 相接觸並在進氣行程期間可受該拉力滾子6拉動。 清再參照第3及4圖所示，本發明第一實施例之共 輛凸輪組7及曲轴8轉動一周⑽度）等於該活塞i能 几成進氣、壓縮、動力及排氣四個行程，其中如第4圖 之實曲線及虛曲線所示，該活塞！之動力、排氣、進氣 及壓縮四個行程依序對應於該汽缸2内之一第一高點 12 201118239And the tension cam 72 is omitted, and the fixing member 73 is omitted. The push wheel 71 and the tension cam 72 have non-circular cam outers different from each other = (ie, outer peripheral surface), and the thrust cam 71 is preferably sized to be a k-force cam 72 to correspond to the thrust roller. 5 and the relative size of the roller. In addition, as indicated by the broken line in FIG. 3, a preferred angle between the maximum length direction of the cam 71 and the maximum f-degree of the tension cam 72 is less than 90 degrees, and the tension is substantially convex. In the range 2 of the outer contour of the thrust cam 71, the definition of the above-mentioned range is also inclusive of the contact between the two. In the present invention, the thrust can be smoothly achieved by punching the roller rocker arm 4 into a non-planar shape, or by making the diameter of the cylinder of the thrust roller 5 larger than the diameter of the cylinder of the tension roller 6. The roller 5 and the tension roller 6 respectively contact the outer contours of the thrust cam 71 and the tension cam 7 with a line segment. Moreover, the distance between the thrust roller 5 and the power source end 41 is preferably calculated to be smaller than the distance between the tension roller 6 and the power source end W, so that the thrust cam 71 can be connected to the thrust. The rollers 5 can be brought into contact and can be pushed against each other during the power, exhaust and compression strokes, while the outer force of the tension cam 72 can be brought into contact with the tension roller 6 and can be subjected to the tension roller during the intake stroke. 6 pull. Referring again to Figures 3 and 4, the common cam group 7 and the crankshaft 8 of the first embodiment of the present invention are rotated one (10) degrees), which is equivalent to the piston i capable of four strokes of intake, compression, power and exhaust. , as shown in the solid curve and the dashed curve in Figure 4, the piston! The four strokes of power, exhaust, intake and compression sequentially correspond to one of the first high points in the cylinder 2 12 201118239
Ui、一第一低點Li、一第二高點U2、一第二低點L2及 該第一高點A所定義出的四個位移量區間，其中該第 一高點U!可設計成高於或等於該第二高點U2，同時該 第一低點h則可選擇設計成低於或等於該第二低點 L<2 ’本實施例中為該第·一尚點Ui尚於該第二南點U2。 再者，該進氣/排氣行程的比例等於該推力凸輪71(及拉 力凸輪72)對應該進氣/排氣行程的外廓形狀之比例，亦 即該活塞1在該第二南點U2至第二低點L2的位移量與 該第一低點至第二高點U2的位移量之比例。再者， 該壓縮/動力行程的比例等於該推力凸輪71(及拉力凸 輪72)對應該壓縮/動力行程的外廓形狀之比例，亦即該 活塞1在該第二低點L2至第一高點A的位移量與該第 一高點U】至第一低點h的位移量之比例。藉由該推力 凸輪71(及拉力凸輪72)對應四個行程的外廓之形狀及 行程長度設計，將可控制該活塞1向上或向下移動的位 移量大小。上述推力凸輪71及拉力凸輪72之外廓形狀 及排列角度皆可依内燃機使用需求加以改變設計，以調 整四個行程之間的位移量比例，因此本發明並不加以限 制其外廓形狀及排列角度。 更詳言之，如第4圖所示，當本發明第一實施例具 共軛凸輪組之内燃機構造運轉時，在該活塞1進行動力 行程期間，該汽缸2内之可燃混合氣受火星塞（未繪示） 點火引發燃燒爆炸，造成該汽缸2内之空氣膨脹，使該 活塞1係由該汽缸2内之一第一高點K往一第一低點 13 201118239 b移動，並產生向下動力經由該連桿3推動該滾子搖臂 4，該滚子搖臂4再經由該推力滾子5推動該共軛凸輪 組7之推力凸輪71，該推力滾子5可將推力轉換成該 共軛凸輪組7之旋轉轉矩，造成該共軛凸輪組7帶動該 曲軸8同步順時針轉動，如此該曲軸8即可用以驅動外 部機構(未繪示），例如引擎之V型皮帶變速器或扭力轉 換器等。上述動力行程原理可參照第1C圖所示，且在 上述動力傳遞過程中，該共軛凸輪組7在轉速下具有轉 動慣量，故可避免停滯在死點位置（即第一高點川或第 一低點LO。依内燃機使用需求，該共軛凸輪組7亦可 能設計成帶動該曲轴8選擇同步順時針或逆時針轉動。 再者，如第4圖所示，在該活塞1進行排氣行程期 間，該共軛凸輪組7之推力凸輪71因轉動慣量而推動 該推力滾子5，並帶動該滾子搖臂4，再經由該連桿3 帶動該活塞1由該汽缸2内之第一低點h往一第二高 點U2向上移動，以將該汽缸2内之廢氣排出。該第二 高點U2設計成低於或等於該第一高點Ui，以便使排氣 行程明顯長於後續進氣行程，而有利於提高廢氣排淨效 率。上述排氣行程原理可參照第1D圖所示。 接著，如第4圖所示，在該活塞1進行進氣行程期 間，該共軛凸輪組7之拉力凸輪72因轉動慣量而推動 該拉力滾子6，並帶動該滚子搖臂4，再經由該連桿3 帶動該活塞1由該汽缸2内之第二高點U2往一第二低 點L2向下移動，以增加該汽缸2内之容積，而引入可 201118239 燃混合氣。該第二低點l2係可依實際内燃機需求來設 計成高於或等於該第一低點h，以便在確保有引入足 夠混合氣的前題下，縮減進氣行程的長度。上述進氣行 程原理可參照第1A圖所示。 隨後，如第4圖所示，在該活塞1進行壓縮行程期 間，該共扼凸輪組7之推力凸輪71因轉動慣量而推動 該推力滾子5，並帶動該滚子搖臂4，再經由該連桿3 帶動該活塞1由該汽缸2内之第二低點L2往第一高點 ® 11丨向上移動，以壓縮該汽缸2内之混合氣，以便準備 進行後續動力行程之燃燒爆炸動作。上述排氣行程原理 可參照第1B圖所示。該活塞1及該共軛凸輪組7可再 次往復循環上述四個行程，而達到使内燃機持續運轉之 目的。 當該活塞1完成進氣、壓縮、動力及排氣四個行程， 該共扼凸輪組7及曲抽8僅轉動一周（即360度），因此 ^ 有利於降低該曲轴8在每一工作循環周期所需轉動的Ui, a first low point Li, a second high point U2, a second low point L2, and four displacement amount intervals defined by the first high point A, wherein the first high point U! can be designed as Higher than or equal to the second high point U2, and the first low point h may be selected to be lower than or equal to the second low point L<2' in this embodiment, the first one is still in the Ui The second south point U2. Furthermore, the ratio of the intake/exhaust stroke is equal to the ratio of the thrust cam 71 (and the tension cam 72) corresponding to the outer shape of the intake/exhaust stroke, that is, the piston 1 is at the second south point U2. The ratio of the displacement amount to the second low point L2 to the displacement amount of the first low point to the second high point U2. Moreover, the ratio of the compression/power stroke is equal to the ratio of the thrust cam 71 (and the tension cam 72) corresponding to the outer shape of the compression/power stroke, that is, the piston 1 is at the second low point L2 to the first highest The ratio of the displacement amount of the point A to the displacement amount of the first high point U] to the first low point h. By the thrust cam 71 (and the tension cam 72) corresponding to the shape of the outer contour of the four strokes and the stroke length design, the amount of displacement of the piston 1 to move up or down can be controlled. The shape and arrangement angle of the thrust cam 71 and the tension cam 72 can be changed according to the needs of the internal combustion engine to adjust the displacement ratio between the four strokes, so the present invention does not limit the outer shape and arrangement thereof. angle. More specifically, as shown in FIG. 4, when the internal combustion engine having the conjugate cam group of the first embodiment of the present invention is configured to operate, the combustible mixture in the cylinder 2 is subjected to the spark plug during the power stroke of the piston 1. (not shown) The ignition causes a combustion explosion, causing the air in the cylinder 2 to expand, causing the piston 1 to move from a first high point K in the cylinder 2 to a first low point 13 201118239 b, and generate a direction The lower power pushes the roller rocker arm 4 via the connecting rod 3, and the roller rocker arm 4 pushes the thrust cam 71 of the conjugate cam group 7 via the thrust roller 5, and the thrust roller 5 converts the thrust into The rotating torque of the conjugate cam group 7 causes the conjugate cam group 7 to drive the crankshaft 8 to rotate clockwise, so that the crankshaft 8 can be used to drive an external mechanism (not shown), such as an engine V-belt transmission. Or a torque converter, etc. The above-mentioned power stroke principle can be referred to the first FIG. 1C, and during the power transmission process, the conjugate cam group 7 has a moment of inertia at the rotational speed, so that the stagnation at the dead point position can be avoided (ie, the first high point or the first A low point LO. According to the requirements of the internal combustion engine, the conjugate cam group 7 may also be designed to drive the crankshaft 8 to select synchronous clockwise or counterclockwise rotation. Furthermore, as shown in Fig. 4, the piston 1 is exhausted. During the stroke, the thrust cam 71 of the conjugate cam group 7 pushes the thrust roller 5 due to the moment of inertia, and drives the roller rocker arm 4, and then the piston 1 is driven by the connecting rod 3 by the cylinder 2 A low point h moves upward toward a second high point U2 to exhaust the exhaust gas in the cylinder 2. The second high point U2 is designed to be lower than or equal to the first high point Ui so that the exhaust stroke is significantly longer than The subsequent intake stroke is beneficial to improve the exhaust gas exhaust efficiency. The above exhaust stroke principle can be referred to in Fig. 1D. Next, as shown in Fig. 4, during the intake stroke of the piston 1, the conjugate cam The tension cam 72 of the group 7 pushes the moment due to the moment of inertia The roller 6 is driven, and the roller rocker arm 4 is driven, and then the piston 1 is driven to move downward from the second high point U2 in the cylinder 2 to a second low point L2 to increase the cylinder. The volume inside 2, and the fuel mixture 201118239 can be introduced. The second low point l2 can be designed to be higher than or equal to the first low point h according to the actual internal combustion engine demand, so as to ensure the introduction of sufficient mixture gas. Next, the length of the intake stroke is reduced. The above-described intake stroke principle can be referred to in Fig. 1A. Subsequently, as shown in Fig. 4, during the compression stroke of the piston 1, the thrust cam 71 of the common cam group 7 The thrust roller 5 is pushed by the moment of inertia, and the roller rocker arm 4 is driven, and then the piston 1 is driven by the second low point L2 in the cylinder 2 to the first high point. Moving to compress the mixture in the cylinder 2 in order to prepare for the subsequent combustion stroke of the power stroke. The principle of the exhaust stroke can be referred to the Figure 1B. The piston 1 and the conjugate cam set 7 can be reciprocated again. The above four strokes, to achieve the purpose of continuous operation of the internal combustion engine When the piston 1 completes four strokes of intake, compression, power and exhaust, the common cam group 7 and the curved pump 8 rotate only one revolution (ie, 360 degrees), so ^ is beneficial to reduce the crankshaft 8 in each work. Rotating cycle required
W 圈數，以減少該曲轴8轉速範圍，並可降低該曲軸8工 作負載。再者，由於該曲軸8旋轉時不會具有加速度不 連續的情況，因此不容易造成外部機構零件受力突增， 故可大幅降低零件磨耗及提高零件使用壽命，且適用於 高速運轉場合。同時，本發明的四行程内燃機也可單獨 使用，不需並排設置二組或以上的四行程内燃機，故亦 有利於縮減内燃機體積。另外，當改變該推力凸輪71 及拉力凸輪72之外廓形狀及初始排列角度時，即可調 r 15 201118239 整該第一高點U〗、第二高點U2、第一低點、第二低 點L2的位置比例及對應調整該曲軸8於各旋轉角度下 之該活塞1運動位置’也就是改變該進氣/棑氣行程的 比例及該壓縮/動力行程的比例’以及對應改變該曲轴8 於各旋轉角度下之該活塞1上方容積（如第4圖之原始 曲線與修改後曲線所示）。藉由提高該活塞1在該汽紅2 内之動力/排氣行程的位移量’使其相對大於進氣/壓縮 行程的位移量，以及增加該活塞1於該第二低點乙2時 所對應之該曲軸8旋轉角度（即在進氣至壓縮階段對應 該曲軸8之角度範圍變寬）’如此將可提升燃燒效率、 提高廢氣排淨效率及增加動力輸出馬力。 請參照第5A及5B圖所示，本發明第二實施例之具 共輛凸輪組之内燃機構造係相似於本發明第一實施例 並沿用相同圖號，但兩者間差異之特徵在於：該第一實 施例之拉力凸輪6之外廓實質位於該推力凸輪5之外廓 的範圍内，或僅些微突出至該推力凸輪5之外廓的範圍 外，而該第二實施例之拉力凸輪6之外廓的一部分(例 如二端或一端）則明顯突出至該推力凸輪5之外廓的範 圍外，同時該推力凸輪71及拉力凸輪72的外廓形狀可 以調正，且該推力凸輪71的長度方向與該拉力凸輪72 的長度方向之間的夾角亦可選擇變大或變小，如此即可 改變該第一高點Ui、第二高點U2、第一低點^、第二 低點L2的位置比例，也就是改變該進氣/排氣行程的比 例及該壓縮/動力行程的比例。例如，調整後，使該第 201118239 一低點1^的位置等於該第二低點l2的位置，以適度增 加該活塞1在進氣行程的位移量，進而適度增加該汽缸 2内可引入可燃混合氣的容積。 請參照第6圖所示，本發明第三實施例之具共軛凸 輪組之内燃機構造係相似於本發明第一實施例並沿用 相同圖號，但兩者間差異之特徵在於：該第一實施例的 滚子搖臂4之支點44利用該樞接元件40(例如銷或栓) 樞接於該曲軸箱9之内壁的固定基座91上，此時該内 # 燃機構造可以單組獨立設置。然而，該第三實施例的滾 子搖臂4之支點44則是樞接於一固定桿40’上，此時該 内燃機構造可以多組並排設置，也就是由同一固定桿 40’及同一曲軸8來分別串接多組内燃機構造的滾子搖 臂4及共軛凸輪組7。藉此，將可提高該曲轴8之動力 輸出馬力總量。 如上所述，相較於習用四行程内燃機之該活塞103 $ 在四個行程中的位移距離皆為相同及該曲軸106也需 旋轉兩周才能完成四個行程，因而導致無法調整行程比 例及殘留廢氣等缺點，第2至6圖之本發明的活塞1經 由該連桿3、滾子搖臂4及二滚子5、6來推動或拉動 該曲轴8上之共輕凸輪組7，且該共輕凸輪組7之二凸 輪71、72形狀及排列角度可依需求改變設計進行更 換，以改變進氣/排氣行程的比例以及壓縮/動力行程的 比例，因此確實有利於提升燃燒效率、提高廢氣排淨效 率及增加動力輸出馬力。再者，當完成一工作循環周期 17 201118239 的四個行程時，該曲轴8僅需旋轉一周（即360度），因 此亦有利於減少該曲軸8轉速的變動範圍、降低該曲軸 8工作負載、減少零件磨損及縮減内燃機體積。 雖然本發明已以較佳實施例揭露，然其並非用以限 制本發明，任何熟習此項技藝之人士，在不脫離本發明 之精神和範圍内，當可作各種更動與修飾，因此本發明 之保護範圍當視後附之申請專利範圍所界定者為準。 【圖式簡單說明】 第ΙΑ、IB、1C及1D圖：習用四行程内燃機構造之 進氣、壓縮、動力及排氣四個行程之示意圖。 第2圖：本發明第一實施例之具共軛凸輪組之内燃 機構造之組合示意圖。 第3圖：本發明第一實施例之具共軛凸輪組之内燃 機構造之簡要示意圖。 第4圖：本發明第一實施例之具共軛凸輪組之内燃 機構造之動力、排氣、進氣及壓縮四個行程之示意圖以 及曲轴角度與活塞運動位置之曲線圖。 第5A及5B圖：本發明第二實施例之具共軛凸輪組 之内燃機構造之簡要示意圖以及曲轴角度與活塞運動 位置之曲線圖。 第6圖：本發明第三實施例之具共軛凸輪組之内燃 機構造之分解示意圖。 201118239The number of W turns to reduce the range of the crankshaft 8 speed and reduce the working load of the crankshaft 8. Further, since the crankshaft 8 does not have a discontinuous acceleration when it is rotated, it is less likely to cause a sudden increase in the force of the external mechanism components, so that the wear of the components can be greatly reduced and the service life of the components can be greatly improved, and it is suitable for high-speed operation. At the same time, the four-stroke internal combustion engine of the present invention can also be used alone, and it is not necessary to arrange two or more sets of four-stroke internal combustion engines side by side, which is also advantageous for reducing the size of the internal combustion engine. In addition, when the outer shape and the initial arrangement angle of the thrust cam 71 and the tension cam 72 are changed, the first high point U, the second high point U2, the first low point, and the second point can be adjusted. The position ratio of the low point L2 and the corresponding adjustment of the movement position of the piston 1 of the crankshaft 8 at each rotation angle, that is, the ratio of the intake/helium stroke and the ratio of the compression/power stroke, and the corresponding change of the crankshaft 8 The volume above the piston 1 at each angle of rotation (as shown in the original and modified curves of Figure 4). By increasing the displacement amount of the power/exhaust stroke of the piston 1 in the steam red 2 to be relatively larger than the displacement amount of the intake/compression stroke, and increasing the piston 1 at the second low point B2 Corresponding to the rotation angle of the crankshaft 8 (i.e., the angle range corresponding to the crankshaft 8 is widened in the intake to compression phase), the fuel efficiency can be improved, the exhaust gas exhaust efficiency can be improved, and the power output horsepower can be increased. Referring to FIGS. 5A and 5B, the internal combustion engine structure having a common cam group according to the second embodiment of the present invention is similar to the first embodiment of the present invention and uses the same drawing number, but the difference between the two is characterized by: The outer periphery of the tension cam 6 of the first embodiment is substantially in the range of the outer contour of the thrust cam 5, or only slightly protrudes beyond the outer contour of the thrust cam 5, and the tension cam 6 of the second embodiment A part of the outer contour (for example, two ends or one end) protrudes out of the outer contour of the thrust cam 5, and the outer shape of the thrust cam 71 and the tension cam 72 can be adjusted, and the thrust cam 71 is The angle between the length direction and the length direction of the tension cam 72 may also be selected to be larger or smaller, so that the first high point Ui, the second high point U2, the first low point ^, and the second low point may be changed. The position ratio of L2, that is, the ratio of the intake/exhaust stroke and the ratio of the compression/power stroke. For example, after the adjustment, the position of the low point 1^ of the 201118239 is equal to the position of the second low point l2, so as to moderately increase the displacement amount of the piston 1 in the intake stroke, thereby appropriately increasing the flammability that can be introduced into the cylinder 2. The volume of the mixture. Referring to FIG. 6, the internal combustion engine structure of the conjugate cam group according to the third embodiment of the present invention is similar to the first embodiment of the present invention and uses the same drawing number, but the difference between the two is characterized by: The fulcrum 44 of the roller rocker arm 4 of the embodiment is pivotally connected to the fixed base 91 of the inner wall of the crankcase 9 by the pivoting member 40 (for example, a pin or a bolt), and the inner combustion engine structure can be a single group. Independent setting. However, the fulcrum 44 of the roller rocker arm 4 of the third embodiment is pivotally connected to a fixed rod 40'. At this time, the internal combustion engine structure can be arranged in multiple groups side by side, that is, by the same fixed rod 40' and the same crankshaft. 8 is a series of roller rocker arms 4 and conjugate cam sets 7 of a plurality of sets of internal combustion engine structures. Thereby, the total power output horsepower of the crankshaft 8 can be increased. As described above, the displacement distance of the piston 103$ in the four strokes is the same as that of the conventional four-stroke internal combustion engine, and the crankshaft 106 also needs to be rotated for two weeks to complete the four strokes, thereby making it impossible to adjust the stroke ratio and residual. Disadvantages such as exhaust gas, the piston 1 of the present invention according to FIGS. 2 to 6 pushes or pulls the common light cam group 7 on the crankshaft 8 via the connecting rod 3, the roller rocker arm 4 and the two rollers 5, 6, and The shape and arrangement angle of the two cams 71 and 72 of the common light cam group 7 can be changed according to the requirements to change the ratio of the intake/exhaust stroke and the ratio of the compression/power stroke, so that it is advantageous for improving the combustion efficiency and improving The exhaust gas discharge efficiency and increase the power output horsepower. Moreover, when the four strokes of a working cycle period 17 201118239 are completed, the crankshaft 8 only needs to rotate one revolution (ie, 360 degrees), so it is also beneficial to reduce the variation range of the crankshaft 8 rotation speed, reduce the working load of the crankshaft 8, Reduce parts wear and reduce the size of the internal combustion engine. The present invention has been disclosed in its preferred embodiments, and is not intended to limit the invention, and the present invention may be modified and modified without departing from the spirit and scope of the invention. The scope of protection is subject to the definition of the scope of the patent application. [Simple description of the drawings] Dijon, IB, 1C and 1D diagrams: Schematic diagram of four strokes of intake, compression, power and exhaust for a four-stroke internal combustion engine. Fig. 2 is a schematic view showing the combination of the internal combustion engine construction of the conjugate cam group according to the first embodiment of the present invention. Fig. 3 is a schematic view showing the construction of an internal combustion engine having a conjugate cam group according to a first embodiment of the present invention. Fig. 4 is a view showing the four strokes of power, exhaust, intake and compression of the internal combustion engine structure with the conjugate cam group according to the first embodiment of the present invention, and a graph of the crank angle and the piston movement position. 5A and 5B are schematic diagrams showing the construction of an internal combustion engine having a conjugate cam group according to a second embodiment of the present invention, and a graph of a crank angle and a piston moving position. Fig. 6 is an exploded perspective view showing the construction of an internal combustion engine having a conjugate cam group according to a third embodiment of the present invention. 201118239
【主要元件符號說明】 100 汽缸 101 進氣閥門 102 排氣閥門 103 活塞 104 連桿 105 曲軸箱 106 曲轴 107 火星塞 1 活塞 2 汽缸 3 連桿 31 第一端 32 第二端 4 滾子搖臂 40 框接元件 41 動力來源端 42 第一滚子接點 43 第二滾子接點 44 支點 5 推力滾子 6 拉力滾子 7 共軛凸輪組 71 推力凸輪 72 拉力凸輪 73 固定元件 8 曲軸 9 曲轴箱 91 固定基座 U! 第一高點 u2 第二高點 Li 第一低點 L2 第二低點 19[Main component symbol description] 100 cylinder 101 intake valve 102 exhaust valve 103 piston 104 connecting rod 105 crankcase 106 crankshaft 107 spark plug 1 piston 2 cylinder 3 connecting rod 31 first end 32 second end 4 roller rocker arm 40 Frame member 41 Power source end 42 First roller contact 43 Second roller contact 44 Pivot point 5 Thrust roller 6 Tension roller 7 Conjugate cam set 71 Thrust cam 72 Tension cam 73 Fixing element 8 Crankshaft 9 Crankcase 91 Fixed base U! First high point u2 Second high point Li First low point L2 Second low point 19