WO2014111033A1 - Structure de moteur - Google Patents

Structure de moteur Download PDF

Info

Publication number
WO2014111033A1
WO2014111033A1 PCT/CN2014/070738 CN2014070738W WO2014111033A1 WO 2014111033 A1 WO2014111033 A1 WO 2014111033A1 CN 2014070738 W CN2014070738 W CN 2014070738W WO 2014111033 A1 WO2014111033 A1 WO 2014111033A1
Authority
WO
WIPO (PCT)
Prior art keywords
side wall
angle
degrees
intake camshaft
fixing portion
Prior art date
Application number
PCT/CN2014/070738
Other languages
English (en)
Chinese (zh)
Inventor
卢章根
Original Assignee
Lu Zhanggen
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Lu Zhanggen filed Critical Lu Zhanggen
Publication of WO2014111033A1 publication Critical patent/WO2014111033A1/fr

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/12—Transmitting gear between valve drive and valve
    • F01L1/14—Tappets; Push rods
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/02—Valve drive
    • F01L1/04—Valve drive by means of cams, camshafts, cam discs, eccentrics or the like
    • F01L1/08—Shape of cams
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/12—Transmitting gear between valve drive and valve
    • F01L1/18—Rocking arms or levers
    • F01L1/181—Centre pivot rocking arms
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/12—Transmitting gear between valve drive and valve
    • F01L1/18—Rocking arms or levers
    • F01L1/185—Overhead end-pivot rocking arms
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
    • F01L13/0015—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque
    • F01L2013/0089—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque with means for delaying valve closing

Definitions

  • the present invention relates to the field of four-stroke engine technology, and more particularly to an intake camshaft that changes the angle of intake air and a tappet and rocker arm structure that matches the intake camshaft. Background technique
  • the protruding angle of the conventional intake camshaft is shown in Fig. 1a and Fig. 1b, and the angle of the intake camshaft of the engine is now used.
  • the angle of the X is different.
  • the piston In the first case, the piston is in the upper limit.
  • the convex angle is calculated before the point, and its size is about 125 degrees.
  • the convex angle is calculated by the piston at the top dead center, and the size is about 110 degrees.
  • the protruding angle of the existing intake camshaft makes the size The conversion rate of converting the operating energy of the engine into the power output is low.
  • the present invention provides an engine structure including a tappet having an intake camshaft at a top end of the tappet, the intake camshaft including a fixed portion, and a fixing portion extending toward the front end to have a projection for fixing
  • the center of the part is the center of the circle
  • the angle at which the protrusion is opened is the protrusion angle a of the intake camshaft
  • the angle of the protrusion angle ⁇ ranges from 110 degrees or more to 170 degrees or less, or the protrusion angle ⁇
  • the value ranges from 10 degrees or more to less than or equal to 75 degrees.
  • the calculation of the protrusion angle is calculated from the engine piston at the top dead center.
  • the side wall of the fixing portion is a circular arc side wall
  • the side wall of the protruding portion is a curved side wall
  • the intersection of the circular arc side wall and the curved side wall is a concave curved surface
  • the curved side wall and the convex surface The intersection of the front end face is a curved surface.
  • the present invention also provides another engine structure including a tappet having an intake camshaft at a top end of the tappet, the intake camshaft including a fixing portion, and a fixing portion extending to the front end to have a protruding portion, the center of the fixing portion
  • the angle at which the protrusion is opened is the protrusion angle ⁇ of the intake camshaft
  • the range of the protrusion angle ⁇ is an angle greater than or equal to 110 degrees and less than or equal to 170 degrees, or the value of the protrusion angle
  • the range is greater than or equal to 10 degrees and less than or equal to 75 degrees.
  • the projection angle (X is calculated from the engine piston at the top dead center; the top end of the tappet is provided with a stepped table, and the intake camshaft side is abutted Lean on the stepped platform.
  • the upper surface of the stepped table is connected to a side surface thereof as a stepped arc surface
  • the side wall of the fixing portion is a circular arc side wall
  • the side wall of the protruding portion is a curved side wall, the circular arc side wall and the curved surface
  • the intersection of the sidewalls is a curved surface
  • the intersection of the curved side wall and the front end surface of the convex portion is a curved surface
  • the concave curved surface is connected with the curved surface of the step; The surface abuts the top surface of the tappet.
  • the inside of the ladder is empty. Helps to reduce the weight.
  • a baffle is arranged on both sides of the stepped platform, and the baffle is blocked on both sides of the intake camshaft. It prevents the tappet from rotating with the intake camshaft and keeps the tappet up and down.
  • the invention provides another engine structure, comprising a rocker arm, the rocker arm is disposed on the set position shaft, one end of the rocker arm is connected to the fixed end of the intake valve, and the other end is abutted against the intake camshaft, the intake camshaft
  • the fixing portion includes a protruding portion extending toward the front end, the center of the fixing portion is a center, and the protruding portion is at an angle ⁇ of the intake camshaft, and the protruding angle ⁇ is in a range of The angle greater than or equal to 110 degrees and less than or equal to 170 degrees, or the range of the convex angle ex is greater than or equal to 10 degrees and less than or equal to 75 degrees, the projection angle ⁇ is calculated based on the engine piston at top dead center Calculated.
  • the side wall of the fixing portion is a circular arc side wall
  • the side wall of the protruding portion is a curved side wall
  • the intersection of the circular arc side wall and the curved side wall is a concave curved surface, when the intake cam shaft rotates
  • the concave curved surface and the front end surface of the protruding portion respectively oppose the lower end of the rocker arm.
  • the corner of the boss is a curved surface angle
  • the side wall of the fixing portion is a circular arc side wall
  • the side wall of the protruding portion is a curved side wall
  • an arc The intersection of the shaped side wall and the curved side wall is a curved surface
  • the concave curved surface abuts on a corner of the boss.
  • the invention also provides another engine structure, comprising a rocker arm, one end of the rocker arm is connected with the fixed end of the intake valve, the other end is provided with a positioning shaft, and the surface of the rocker arm is provided with a stepped step, and the corner of the stepped step is
  • the arcuate angle, the intake camshaft includes a fixing portion, and the fixing portion extends to the front end to have a protruding portion, the center of the fixing portion is a center, and the angle at which the protruding portion is opened is a convex angle ⁇ of the intake camshaft, convex
  • the angle of the exit angle ⁇ is greater than or equal to 110 degrees and less than or equal to 170 degrees, or the range of the convex angle cc is greater than or equal to 10 degrees and less than or equal to 75 degrees.
  • the convex angle (calculation of X)
  • the basis is calculated from the engine piston at the top dead center;
  • the side wall of the fixing portion is a circular arc side wall,
  • the side wall of the protruding portion is a curved side wall, and the intersection of the circular arc side wall and the curved side wall It is a concave curved surface, and the concave curved surface is in contact with a corner of the stepped step.
  • the intake camshaft projection angle of the four-stroke engine is increased or the convex angle of the camshaft is reduced to design a new intake camshaft. It is equipped with a new type of tappet to operate, so as to delay or early closing of the intake valve.
  • the piston compresses the distance to the top dead center at this point to compress the combustion chamber, so that the piston expansion work volume is greater than The volume of air that needs to be compressed. The hot work is fully enhanced, and the conversion efficiency of the engine heat is improved.
  • Figure la is a plan view of a prior art engine intake camshaft.
  • Figure lb is a perspective view of Figure la. 2a is a schematic view showing an enlarged angle of an intake camshaft in an engine structure according to an embodiment of the present invention
  • Figure 2b is a perspective view of Figure 2a.
  • FIG. 2c is a schematic view showing a reduction in the angle of projection of the intake camshaft in the engine structure according to an embodiment of the present invention.
  • Figure 2d is a perspective view of Figure 2c.
  • 2e is a schematic view showing an enlarged angle of an intake camshaft in an engine structure according to an embodiment of the present invention
  • Figure 2f is a perspective view of Figure 2e.
  • Fig. 2g is a plan view showing the convex camshaft convex angle of the convex angle ⁇ of 10 degrees.
  • Figure 2h is a perspective view of Figure 2g.
  • Fig. 3a is a schematic view showing the operation of applying the intake camshaft of the enlarged convex angle of Fig. 2f to the engine structure in cooperation with a conventional tappet.
  • Fig. 3b is a schematic view showing the working process of applying the intake camshaft of the enlarged convex angle of Fig. 2b to the conventional tappet.
  • Fig. 3c is a schematic view showing the operation of applying the intake camshaft of Fig. 2d to reduce the intake cam angle to the conventional tappet.
  • Figure 4a is an enlarged view of the stepped table (the interior of the stepped table is empty).
  • Figure 4b is a schematic view showing the combination of the camshaft of Figure 2f with the stepped table and the tappet (the interior of the stepped table).
  • Figure 4c is a schematic view showing the combination of the camshaft of Figure 2f with the stepped table and the tappet (solid inside the stepped table).
  • Figure 4d is a schematic view of the stepped table of Figure 4c with a baffle.
  • Figure 4e is a schematic view of the stepped table of Figure 4b with a baffle.
  • Figure 4f is a schematic view showing the combination of a camshaft and a stepped table and another shaped tappet.
  • Figure 4g is a schematic view showing the combination of the camshaft of Figure 2d with the stepped table and the tappet (the interior of the stepped table).
  • Figure 4h is a schematic view of the structure of another shape of the tappet in Figure 4g.
  • Fig. 5 is a schematic view showing the operation of applying the intake camshaft of the enlarged projecting angle of Fig. 2b to the improved tappet to the engine structure.
  • Figure 6a is a schematic view of another large angle intake camshaft.
  • Figure 6b is a view showing the application of the intake camshaft of Fig. 6a to the improved tappet to the engine structure. Schematic (a).
  • Figure 6c shows the application of the intake camshaft of Figure 6a with the modified tappet to the engine structure ( Figure 2).
  • Figure 6d shows the application of the intake camshaft of Figure 6a with the modified tappet to the engine structure working process (3).
  • Figure 7a is a schematic view (1) of the operation of applying the intake camshaft of Figure 2d to the improved tappet to the engine structure.
  • Figure 7b is a schematic view of the application of the intake camshaft of Figure 2d to the improved tappet to the engine structure (2).
  • Fig. 7c is a schematic view showing the working process of applying the intake camshaft of Fig. 2d with the improved tappet to the engine structure (3).
  • Figure 8a is a schematic view showing the connection structure of the intake camshaft and the rocker arm (1).
  • Figure 8b is a schematic view showing the connection structure of the intake camshaft and the rocker arm (2).
  • Figure 8c is a schematic view showing the connection structure of the intake camshaft and the rocker arm (3).
  • Figure 8d is a schematic diagram of the connection structure of the intake camshaft and the rocker arm (4).
  • Figure 8e is a schematic diagram of the connection structure between the intake camshaft and the rocker arm (5). detailed description
  • Embodiment 1 is a diagrammatic representation of Embodiment 1:
  • Fig. 3a is a schematic view showing the operation of applying the intake camshaft of the enlarged convex angle of Fig. 2f to the engine structure in cooperation with a conventional tappet.
  • this embodiment is an example of a convex angle ⁇ -large angle, an engine structure including a prior art tappet 2, and an intake camshaft 1 is provided at the top end of the tappet 2.
  • the intake camshaft 1 includes a fixing portion 12, and the fixing portion 12 has a projecting portion 11 extending toward the front end.
  • the convex angle (X ranges from more than 110 degrees and less than or equal to 170 degrees.
  • the calculation of the convex angle ⁇ is calculated from the top of the engine piston at the top dead center, and the convex angle a is equal to the curved cake 57.
  • the angle of rotation during the inhalation process is added to the sum of the angles at which the curved cake 57 is rotated during the compression of the piston 55.
  • the projection angle cc is an angle at which the center of the fixing portion 12 is centered and the projection portion 11 is opened.
  • Fig. 2e and Fig. 2f are schematic diagrams showing the working process of the intake camshaft with the increased convex angle and the conventional tappet applied to the engine structure.
  • ⁇ is 110 degrees.
  • the solution is a schematic diagram of the camshaft that enlarges the protruding angle of the intake camshaft and the conventional tappet. The working process is described as follows: The states (1) to (4) in Fig. 3a indicate that the intake valve 53 is opened to The closing process ends. At this time, the piston 55 continues to go up to the top dead center for the compression process, which means that the piston is up to the highest point, that is, the top surface position.
  • Embodiment 2 is a diagrammatic representation of Embodiment 1:
  • this embodiment is an example of another large angle of the convex angle ⁇ .
  • the tappet 2 is a prior art tappet structure.
  • the piston 55 is inhaled from the upper downward direction, and the curved cake 57 rotates the intake valve 53 clockwise to start opening the inhaled combustible mixture (the diesel engine only sucks air).
  • the states (1) to (3) in Fig. 3b are the inhalation process, after the piston 55 reaches the bottom dead center (the bottom dead center is the lowest point of the piston, the position of the piston surface), due to the increased intake air.
  • the cam shaft 1 projecting at the angle ⁇ the intake valve 53 is not closed at this time, but the piston 55 rotates upward with the curved cake 57, and the sucked part of the gas is discharged outward through the intake pipe 51, in the state (4), The gas is still not stopped to be exhausted until the intake camshaft 1 is turned to the position shown in the state (5), the tappet 2 is not jacked, and the intake valve 53 is completely closed.
  • the combustion chamber design is designed to calculate the compression ratio from the point of the piston up to the top dead center.
  • ⁇ is 145 degrees.
  • Embodiment 3 is a diagrammatic representation of Embodiment 3
  • this embodiment is a convex angle (X-′′′, an example of an angle, an engine structure, including a tappet 2 of the prior art, and is provided at the top end of the tappet 2 Intake camshaft 1.
  • the intake camshaft 1 includes a fixing portion 12, and the fixing portion 12 extends toward the front end to provide a projection 11.
  • the convex angle a ranges from more than 10 degrees and less than or equal to 75 degrees.
  • the calculation of the exit angle ⁇ is based on the engine piston at the top dead center.
  • the projection angle cc is an angle at which the center of the fixing portion 12 is centered, and the projection 11 is opened.
  • ⁇ is 45 degrees.
  • Embodiment 4 is a diagrammatic representation of Embodiment 4:
  • An engine structure includes a tappet 2 having an intake camshaft 1 at the top end of the tappet 2.
  • the intake camshaft 1 includes a fixing portion 12, and the fixing portion 12 has a projection 11 extending toward the front end.
  • the range of the convex angle is greater than or equal to 1 10 degrees and less than or equal to 170 degrees.
  • the calculation of the convex angle is calculated from the engine piston at the top dead center; or the range of the convex angle ⁇ is greater than Equal to 10 degrees and less than or equal to 75 degrees. Referring to FIG. 4b, FIG. 4c, FIG. 4d, FIG. 4e, FIG. 4f, FIG. 4g, and FIG.
  • the top end of the tappet 2 is provided with a stepped table 3, and the side of the intake camshaft 1 is in different working processes. They are respectively abutted against the step table 3 by different positions.
  • the projection angle cc is an angle at which the center of the fixing portion 12 is centered and the projection portion 11 is opened.
  • the upper surface of the stepped table 3 is connected to a side surface thereof as a stepped arc surface 31, and the side wall of the fixing portion 12 is a circular arc side wall 14, and the side wall of the protruding portion 11
  • the arcuate side wall 13 is a concave curved surface 15 at the intersection of the circular arc side wall 14 and the curved side wall 13 , and the arc surface 16 is intersected with the front end surface of the convex portion 11 .
  • the concave curved surface 15 abuts against the stepped arc surface 31; when the curved surface 16 is in operation, it abuts against the top surface of the tappet 2 .
  • the step table 3 may be an internal recess which helps to reduce the weight of the dry, as shown in Fig. 4b, Fig. 4e, Fig. 4g, Fig. 4f and Fig. 4h.
  • baffles 32 are arranged on both sides of the stepped table 3, and the baffles 32 are blocked on both sides of the intake camshaft 1, as shown in Fig. 4d and Fig. 4e.
  • Fig. 5 is a schematic view showing the operation of applying the intake camshaft of the enlarged convex angle of Fig. 2b to the engine structure, showing the start to the end of the intake.
  • Embodiment 5 is a diagrammatic representation of Embodiment 5:
  • this embodiment is a schematic diagram of another large angle intake camshaft and an improved tappet applied to the engine structure.
  • the improved tappet structure is the same as that of the fourth embodiment.
  • Figure 6b is a schematic view (1) of the application of the intake camshaft of Figure 6a to the improved tappet to the engine structure.
  • (1) to (4) are the engine intake camshaft 1.
  • the jacking lever 2 causes the intake valve 53 to open the intake air, and the piston 55 descends from the top dead center to the bottom dead center. However, the valve has not been closed and the piston 55 is turned up to (1) in Figure 6c.
  • the curved surface 31 design causes the tappet 2 to lose the top force of the camshaft 1 in a short time, and the intake valve 53 suddenly closes rapidly.
  • the advantage is that the normal camshaft 1 is closed for a long time, and the inlet and outlet gas are formed before closing.
  • the smaller airway area makes the inlet and outlet air not smooth.
  • the compressor is compressed upward to the bottom dead center of Fig. 6c (2), and the combustion chamber is designed to be compressed by the stroke distance of the piston 55, and is finished by the compression of (2) of Fig. 6c, inhaling the combustible mixture.
  • the ignition is ignited (the diesel engine is ejected from diesel combustion), and the explosion expands to push the piston down to work, ending at (3) in Figure 6c.
  • the exhaust valve 54 begins to open the exhaust.
  • Fig. 6c (5) of Fig. 6c is the exhausting process, to the end of the exhaust of Fig. 6d (1), the exhaust valve 54 is closed, and the engine is rotated one cycle of the curved cake 57 for two weeks.
  • states (2), (3), and (4) correspond to states (1), (2), (3) in Fig. 6c, and (2) pistons 55 upward compression distance a of Fig. 6d and Fig. 6d ( 4)
  • the piston 55 is down to the working distance b. Since b is greater than a, it is known that the engine's work expansion volume is greater than the intake air volume, thereby improving engine efficiency.
  • Example 6 The embodiment is a schematic diagram of the working process of the intake camshaft and the improved tappet for reducing the intake bulge angle applied to the engine structure, and the improved tappet structure is the same as that of the fourth embodiment.
  • Figure 7a is a schematic view (1) of the operation of applying the intake camshaft of Figure 2d to the improved tappet to the engine structure.
  • ⁇ . is 70 degrees.
  • an engine structure includes a rocker arm 4.
  • the set arm shaft 41 is worn on the rocker arm 4.
  • One end of the rocker arm 4 is connected to the fixed end 531 of the intake valve 53, and the other end is abutted against the intake camshaft 1.
  • the intake camshaft 1 includes a fixing portion 12.
  • the fixing portion 12 has a projection 11 extending toward the front end.
  • the range of the convex angle a is greater than or equal to 110 degrees and less than or equal to 170 degrees, or the range of the convex angle a is greater than or equal to 10 degrees and less than or equal to 75 degrees.
  • the calculation of the convex angle ⁇ is determined by The engine piston is calculated from top dead center.
  • the projection angle ⁇ is an angle at which the center of the fixing portion 12 is centered and the projection portion 11 is opened.
  • the side wall of the fixing portion 12 is a circular arc side wall 14, the side wall of the protruding portion 11 is a curved side wall 13 , and the intersection of the circular arc side wall 14 and the curved side wall 13 is a concave curved surface. 15.
  • the concave arc surface 15 and the front end surface of the projection portion 11 are respectively below the end of the rocker arm 4.
  • a boss 42 is further disposed below the end of the rocker arm 4.
  • the corners of the boss 42 are arcuate angles.
  • the side wall of the fixing portion 12 is a circular arc side wall 14.
  • the side wall of the projection 11 is a curved side wall 13.
  • the intersection of the arcuate side wall 14 and the curved side wall 13 is a concave curved surface 15 which is in contact with a corner of the boss 42.
  • an engine structure includes a rocker arm 4.
  • One end of the rocker arm 4 is connected to the fixed end 531 of the intake valve 53, and the other end is provided with a positioning shaft 41.
  • the surface of the rocker arm 4 is provided with a stepped step 43.
  • the corner of the step 43 is a curved angle.
  • the intake camshaft 1 includes a fixing portion 12, and the fixing portion 12 has a projection 11 extending toward the front end.
  • the convex angle (the range of X is greater than or equal to 110 degrees and less than or equal to 170 degrees, or the range of the convex angle ⁇ is greater than or equal to 10 degrees and less than or equal to 75 degrees, and the convex angle is calculated based on the engine
  • the piston is calculated from the top dead center.
  • the side wall of the fixing portion 12 is a circular arc side wall 14.
  • the side wall of the protruding portion 11 is a curved side wall 13.
  • the circular arc side wall 14 and the curved side wall 13 The intersection is a concave curved surface 15 that abuts against a corner of the step 43.
  • the projection angle (X is an angle at which the center of the fixing portion 12 is centered and the projection portion 11 is opened.
  • the difference from the third embodiment and the sixth embodiment is that the protrusion angle (X is 10 degrees) of the embodiment.
  • the angle of the intake camshaft of the embodiment is different from various structures. Both the rocker arm and the camshaft can be used together, and the working principle is shown in Fig. 3c and Fig. 7a, 7b, 7c.
  • This type of engine is equipped with electronic fuel injection, and the injector should be placed close to the intake valve.
  • the injector should be placed close to the intake valve.
  • the piston Since the design is to delay the closing of the intake valve, the piston is turned upside down with the piston to the design requirements. In this process, the air sucked in the rear portion is again discharged from the intake pipe 51, and the mixture gas sucked in the front portion is substantially retained. At this point, close the intake valve. The piston is compressed upward to the top dead center.
  • the design of the combustion chamber is to calculate the compression ratio of this compression process.
  • the ignition and combustion work is performed, and the diesel engine is burned and burned. (Ignition time and diesel injection time are the same as the current engine, and the time is advanced).
  • the volume of the expansion work on the piston is larger than the volume of the air to be compressed, so that the pressure inside the cylinder is more effectively released and the heat loss is reduced.
  • the exhaust pressure lowers the exhaust pipe and the muffler without being complicated.
  • the use of heat power is good, the engine temperature is lowered, the water channel of the cooling system, the water pump, the water tank, if the cooling water tank fan does not exist, the engine is more compact, lighter, more efficient and fuel efficient, and is an environmentally friendly engine.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Valve-Gear Or Valve Arrangements (AREA)

Abstract

La présente invention concerne une structure de moteur destinée à modifier l'angle de saillie d'un arbre à cames d'admission, la structure de moteur comprenant un poussoir (2), la partie supérieure du poussoir étant munie d'un arbre à cames d'admission (1). L'arbre à cames d'admission comprend une partie de fixation (12). La partie de fixation est munie d'une partie faisant saillie (11) s'étendant vers l'extrémité avant, et le centre de la partie de fixation sert de centre d'un cercle. L'angle d'ouverture de la partie faisant saillie est l'angle de saillie α de l'arbre à cames d'admission, l'angle de saillie α se trouve dans une fourchette supérieure ou égale à 110° mais inférieure ou égale à 170°, ou l'angle de saillie α se trouve dans une fourchette supérieure ou égale à 10° mais inférieure ou égale à 75°, et le calcul de l'angle de saillie α se base sur le calcul d'un piston de moteur depuis un point mort haut. L'arbre à cames d'admission fonctionne en le conjuguant à un poussoir étagé innovant. Ainsi, la fermeture d'une soupape d'admission est retardée ou avancée, et la distance du piston comprimé vers le haut à ce point vers le point mort haut sert de rapport de compression pour concevoir une chambre de combustion, de telle sorte que le volume de travail de dilatation pour pousser le piston est supérieur au volume de compression. Grâce à une telle structure de moteur, le travail de chaleur s'exerce pleinement, et l'efficacité de conversion de la chaleur du moteur est améliorée.
PCT/CN2014/070738 2013-01-16 2014-01-16 Structure de moteur WO2014111033A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CN201310015919.3 2013-01-16
CN201310015919.3A CN103075219B (zh) 2013-01-16 2013-01-16 一种改变进气凸轮轴的凸出角的发动机结构

Publications (1)

Publication Number Publication Date
WO2014111033A1 true WO2014111033A1 (fr) 2014-07-24

Family

ID=48151892

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/CN2014/070738 WO2014111033A1 (fr) 2013-01-16 2014-01-16 Structure de moteur

Country Status (2)

Country Link
CN (1) CN103075219B (fr)
WO (1) WO2014111033A1 (fr)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN103075219B (zh) * 2013-01-16 2015-12-23 卢章根 一种改变进气凸轮轴的凸出角的发动机结构
CN105065073A (zh) * 2015-07-24 2015-11-18 江兰超 一种凸轮及做功行程大于压缩行程的可变压缩比发动机
CN110976412B (zh) * 2019-12-08 2021-04-09 常德云港生物科技有限公司 一种震动式胆汁酸提取实验用试管批量清理装置

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3913530A1 (de) * 1988-05-10 1989-11-23 Volkswagen Ag Einrichtung zur ventilbetaetigung
US5606942A (en) * 1994-06-17 1997-03-04 Yamaha Hatsudoki Kabushiki Kaisha Valve operating system for multi-valve engine
EP1512863A2 (fr) * 2003-09-05 2005-03-09 General Motors Corporation Méthode et came d'admission pour retenir des résidus de gaz d'échappement dans un moteur à combustion interne
CN2931797Y (zh) * 2006-07-19 2007-08-08 上海华普发动机有限公司 汽车发动机凸轮轴
CN101858261A (zh) * 2010-06-12 2010-10-13 常柴股份有限公司 柴油机缸内废气再循环方法及其实施该方法的凸轮轴
CN103075219A (zh) * 2013-01-16 2013-05-01 卢章根 一种改变进气凸轮轴的凸出角的发动机结构

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP4124717B2 (ja) * 2003-10-28 2008-07-23 ヤンマー株式会社 ディーゼルエンジンの逆回転防止機構
CN100400863C (zh) * 2005-07-06 2008-07-09 蔡道德 一种车用活塞式气压发动机
CN2890346Y (zh) * 2005-12-13 2007-04-18 王增善 内燃机的一种配气凸轮及其所对应的缸筒
CN101881198A (zh) * 2010-03-09 2010-11-10 于宥源 一种发动机变功率配气控制系统
US8567359B2 (en) * 2010-08-06 2013-10-29 Ford Global Technologies, Llc Feed forward control for electric variable valve operation

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3913530A1 (de) * 1988-05-10 1989-11-23 Volkswagen Ag Einrichtung zur ventilbetaetigung
US5606942A (en) * 1994-06-17 1997-03-04 Yamaha Hatsudoki Kabushiki Kaisha Valve operating system for multi-valve engine
EP1512863A2 (fr) * 2003-09-05 2005-03-09 General Motors Corporation Méthode et came d'admission pour retenir des résidus de gaz d'échappement dans un moteur à combustion interne
CN2931797Y (zh) * 2006-07-19 2007-08-08 上海华普发动机有限公司 汽车发动机凸轮轴
CN101858261A (zh) * 2010-06-12 2010-10-13 常柴股份有限公司 柴油机缸内废气再循环方法及其实施该方法的凸轮轴
CN103075219A (zh) * 2013-01-16 2013-05-01 卢章根 一种改变进气凸轮轴的凸出角的发动机结构

Also Published As

Publication number Publication date
CN103075219A (zh) 2013-05-01
CN103075219B (zh) 2015-12-23

Similar Documents

Publication Publication Date Title
JP5508528B2 (ja) 圧縮機不活動化付き分割サイクル空気ハイブリッドエンジン
WO2014111033A1 (fr) Structure de moteur
KR20120042987A (ko) 부하 제어를 위한 교차 팽창 밸브를 갖는 스플릿-사이클 엔진
WO2012051796A1 (fr) Moteur à combustion interne à refroidissement intermédiaire, à récupération, équipé d'un cylindre principal quatre temps
JP2003083099A (ja) 内燃機関の制御方法
WO2000014396A1 (fr) Moteur a combustion interne adiabatique
KR20160130241A (ko) 예비 냉각 압축이 있는 2 사이클 내연기관 엔진
CN106337733A (zh) 一种旋转发动机及其连续燃烧做功方法
CN206299546U (zh) 一种高效降噪散热型压缩机壳体
CN108286469A (zh) 一种提高内燃机能量转换率的技术
CN209244715U (zh) 内燃机和电起动汽油机
JP2698996B2 (ja) ４サイクル断熱エンジン
CN208330535U (zh) 内燃机缸间点火器
CN206175017U (zh) 一种可变膨胀比活塞往复式内燃发动机
JPH0338410Y2 (fr)
WO2019076148A1 (fr) Moteur à rotor excentré et son procédé de combustion et de fonctionnement
JP3048475B2 (ja) ２ストロークガスエンジン
JP2581545B2 (ja) ２サイクルデイ−ゼルエンジン
JP3077398B2 (ja) ２−４ストローク切換エンジン
KR20100120617A (ko) 분리형 로터리 엔진_2
CN201963365U (zh) 机车引擎汽门摇臂结构
CN212838061U (zh) 一种利用自由排气喷水增压作功的内燃蒸汽联合发动机
CN208816240U (zh) 一种通机动力的新型缸头
JP2001082149A (ja) エンジン及びその運転方法
WO2005100761A1 (fr) Procede de temps de combustion en super-detente et d'echappement basse temperature pour moteur a combustion interne et moteur alternatif a combustion interne

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 14740127

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 14740127

Country of ref document: EP

Kind code of ref document: A1