JPS63124830A - High-compression ratio engine - Google Patents

Abstract

PURPOSE:To increase the compression ratio, by locating a compressor aside of a cylinder of an engine, and feeding air from the compressor to the cylinder. CONSTITUTION:Fuel mixture is sucked through an intake valve 22a into an engine cylinder 16a, and simultaneously air is sucked through a self-pressure valve 38 into a compressor cylinder 30. In a compression stroke of the engine cylinder 16a, the air in the compressor cylinder 30 is also compressed. At a terminal stage of the compression stroke, a partition valve 34a is relieved to induce the air in the compressor cylinder 30 into the engine cylinder 16a. In an explosion stroke of the engine cylinder 16a, an engine cylinder 16b is operated in a suction stroke, while in an exhaust stroke of the engine cylinder 16a, the engine cylinder 16b is operated in a compression stroke. That is, the stroke phase of the engine cylinders 16a and 16b is slipped by 360 deg..

Description

Detailed Description of the Invention (Field of Industrial Application) The present invention relates to a high compression ratio engine, and more specifically, to a compressor installed in parallel with the cylinder of the engine, air is sent into the cylinder of the engine to increase the compression ratio. Regarding high compression ratio engines.

(Prior Art) Conventionally, the compression ratio has been increased in order to increase the output of a reciprocating engine, and currently the compression ratio is limited to a maximum of about 9 due to the relationship with non-king.

Diesel engines are designed to have a combustion pressure of about 25 atm for passenger cars and about 30 atm for large vehicles, taking into consideration vibration, noise, and ride comfort.

(Problems to be Solved by the Invention) However, the above engine has the following problems.

In a reciprocating engine, if the compression ratio is set to 9 or more, non-king will occur, so even if a larger output is required, there is a problem that current engine structures cannot meet the demand by increasing the compression ratio.

A gasoline-diesel engine was once developed to solve this problem, but it is no longer in production because it is too expensive.

Similarly, in the case of a diesel engine, there is an economical problem in that increasing the fuel pressure is too expensive.

Furthermore, in the case of diesel engines, if the stroke of the piston is shortened in order to improve vibration, noise, and riding comfort, there is a problem in that the output of the diesel engine, which already has a low output, becomes even smaller.

Therefore, it is impossible to dramatically increase the output of the engine using conventional techniques.

(Means for solving problems) In order to solve the above problems, the present invention has the following configuration.

That is, a compressor cylinder installed in parallel with the cylinder of a reciprocating engine, a communication hole for feeding air in the compressor cylinder into the engine cylinder to increase the compression ratio of the engine, and a communication hole that opens and closes at a predetermined timing. an air intake device for introducing and blocking air into the compressor cylinder; and an air intake device that is slidably disposed within the compressor cylinder, and a connecting rod that is connected to the same crankshaft as the engine piston of the engine cylinder. In addition, the reciprocating engine has one compressor cylinder arranged in parallel between each of the two engine cylinders, and both engine cylinders arranged in parallel to increase the compression ratio of the engine cylinders located on both sides. In order to alternately send the air in the compressor into the interior, there are two communication holes that communicate between both engine cylinders and the compressor cylinder, two partition valves that open and close both communication holes at predetermined timing, and air an intake device for introducing and shutting off air into the compressor cylinder; a compressor piston that is slidably disposed within the compressor cylinder and has a connecting rod connected to the same crankshaft as the engine pistons of both engine cylinders; Further, the communication hole provided for sending air from the compressor cylinders arranged in parallel to the engine cylinder of the reciprocating engine to increase the compression ratio of the engine can be connected to the engine cylinder of the reciprocating engine even when the engine piston reaches top dead center. The engine piston is characterized in that it does not block the communication hole.

(effect) The operation will be explained with reference to the drawings.

As shown in FIG. 2, a mixture of gasoline and air is taken into the engine cylinder 16a, and air is taken into the compressor cylinder 30.

Next, as shown in FIG. 3, the air-fuel mixture in the engine cylinder 16a is compressed by the engine piston 18a, and the air in the compressor cylinder 30 is also
However, the partition valve 34a opens, and the engine cylinder 16a and the compressor cylinder 30 are communicated with each other through the communication hole 32a at a predetermined timing. that time,
Since the pressure in the compressor cylinder 30 is higher than the pressure in the engine cylinder 16a, air flows into the engine cylinder 16a.

As shown in FIG. 4, when the compression of the compressor cylinder 30 is completed, the compression of the engine cylinder 16a is also completed, and the partition valve 34a is closed. When the engine piston 18a in the engine cylinder 16a reaches the top dead center, a communication hole 32
Since the engine piston 18a is formed with a tapered surface 44a so as not to block the engine piston 18a, all the air in the compressor cylinder can be sent into the engine cylinder 16a.

Next, as shown in FIG. 5, when the bulkhead valve 34a is closed, the spark plug 28a is ignited, causing an explosion and generating power, and the combusted gas in the engine cylinder 16a is exhausted. This operation is delayed by 2 cycles and occurs at engine cylinder 16.
It is done in b. Therefore, the engine cylinders 16a, 16b
The compression ratio within the compressor cylinder 30 is approximately equal to the compression ratio within the compressor cylinder 30 plus the compression ratio within the compressor cylinder 30, making it possible to obtain a large output.

(Embodiments) Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings.

First, the configuration will be explained in detail.

In FIG. 1, a carburetor 10 creates a mixture of intake air and gasoline sent from a gasoline pipe 12 and sends it to a first intake manifold 14.

16a and 16b are engine cylinders, inside of which engine pistons 18a and 18b slide, 20a and 20b.
is an exhaust manifold, which sends exhaust gas to an exhaust nozzle (not shown) after an explosion within the engine cylinders 16a, 16b.

Intake valves 22a and 22b suck the air-fuel mixture into the engine cylinders 16a and 16b, respectively.

Exhaust valves 24a and 24b send out exhaust gas to the exhaust manifolds 20a and 20b. The intake valves 22a, 22b and the exhaust valves 24a124b are connected to the cams 26a, 26b, 2, respectively.
6c and 26d are opened and closed at predetermined timing.

28a and 28b are spark plugs, which are ignited at predetermined timing during the engine cylinders 16a and 16b during the explosion process.

30 is a compressor cylinder, which is located between the two engine cylinders 16a, 16b.

The compressor cylinder 30 and the engine cylinder 16
a and 16b are communicated via connecting holes 32a and 32b, respectively. 34a and 34b are partition valves, which are opened and closed by partition valve cams 36a and 36b. 38 is a self-pressure valve that opens and closes a second intake manifold 40 provided to send air to the compressor cylinder 30. The self-pressure valve 38 is fixed to the end of the second intake manifold 40 by spokes in a radial manner so that air can flow therethrough, and is biased by a spring so as to fully close the compressor cylinder 30 .

42 is a compressor piston that slides inside the compressor cylinder 30.

Next, engine cylinders 16a, 16b and compressor cylinder 30 will be explained.

In the engine cylinders 16a, 16b, compressed air must remain in the engine cylinders 16a, 16b even when the engine pistons 18a, 18b reach top dead center, but the compressed air in the compressor cylinder 30 When the compressor piston 42 reaches the top dead center so that all the air can be sent into the engine cylinders 16a and 16b,
In order to prevent air from forming inside the compressor cylinder 30, the engine cylinders 16a and 16b are formed longer than the compressor cylinder 30. To explain in detail, engine pistons 18a, 18b
The piston head of the compressor piston 42 is raised from the throat to the piston of the compressor piston 42 to make it longer. This is because it is desired that the volumes of the compressor piston 18b and the compressor piston 42 are the same up to the very top dead center.

As a result, the air in the compressor cylinder 30 is pumped into the engine cylinders 16a, 16 until the engine pistons 18a, 18b and the compressor piston 42 approach top dead center.
b, and non-king can be prevented.

It goes without saying that the same effect can be obtained even if the length of the connecting rod or crank of the compressor piston 42 is slightly longer than the length of the connecting rod or crank of the engine piston 18a118b, and the raising of the caps of the engine pistons 18a and 18b is eliminated. , each cylinder 16a
, 16b, and 30 may adjust the volume.

In this embodiment, since the compression ratio is approximately doubled, the engine cylinders 16a, 16b and the compressor cylinder 30 have the same diameter.

The compressor piston 42 has a cylindrical shape, but the engine pistons 18a and 18b have tapered surfaces 44a and 44b formed on their outer peripheries so that the diameters of the engine pistons 18a and 18b are reduced at their tips. The tapered surfaces 44a, 44b are formed to prevent the outer periphery of the engine piston 18a, 118b from blocking the communication holes 32a, 32b even when the engine pistons 18a, 18b reach the top dead center.

The engine pistons 18a, 18b and the connecting rods 46a, 46b, 46c of the compressor piston 42 are connected to the same crankshaft 48.

Therefore, if the lengths of the engine cylinders 16a, 16b, engine pistons 18a, 18b, etc. are taken into consideration, the tapered surface 4
4a, 44b may not necessarily be provided, and engine pistons 18a, 18 may be provided instead of tapered surfaces 44a, 44b.
A portion corresponding to the vicinity of the communicating hole 32a132b of b may be cut out.

Next, the operation will be explained.

In FIG. 1, a mixture of gasoline and air is taken into the engine cylinder 16a via the first intake manifold 14. At the same time, the compressor cylinder 30 also draws air through the second intake manifold 40. At this time, the self-pressure valve 38 is opened due to the negative pressure within the compressor cylinder 30.

FIG. 2 shows a state in which the suction stroke inside the engine cylinder 16a has been completed. At this time, suction in the compressor cylinder 30 has also been completed, and the amount of air in both cylinders 16a, 30 is larger in the engine cylinder 16a. Even in this state, the self-pressure valve 38 remains open.

FIG. 3 shows the compression process of the engine cylinder 16a.
The air inside the compressor cylinder 30 is also compressed, and the self-pressure valve 38 is closed, but the bulkhead valve 34a is closed by the bulkhead valve cam 36a.
It is liberated by the action of

The partition valve 34a is opened during the latter stage of compression through the communication hole 32a from the compressor cylinder 30 side to the engine cylinder 16a side.
This is done so that air flows in through the That is, when the compression ratio in the engine cylinder 16a reaches 7 to 8, the partition valve 34a may be opened so that the air in the compressor cylinder 30 is moved all at once.

In FIG. 4, the air in the compressor cylinder 30 is transferred to the engine cylinder 16. a, and the partition valve 34a is closed. At this time, the compression ratio within the engine cylinder 16a is almost double the compression ratio of only the engine cylinder 16a, which is a state in which non-king occurs.

At this timing, as shown in Figure 5, the spark plug 2
When 8a is ignited, a large explosive force is generated and a large output is transmitted to the crankshaft 48. At the same time, as shown in FIG. 6, the self-pressure valve 38 of the compressor cylinder 30 opens again with the downward movement of the compressor piston 42, and air is sucked into the compressor cylinder 30.

FIG. 7 shows a state in which the engine cylinder 16a is in the exhaust stage after the explosion, and the air in the compressor cylinder 30 is being pressurized into the engine cylinder 16b. Therefore, the next high compression ratio explosion step is carried out in engine cylinder 16b with a delay of two cycles.

Therefore, the suction and compression strokes performed in the compressor cylinder 30 increase the compression ratio of the engine cylinders 16a and 16b alternately in two cycles at a time.

Next, the effects of the high compression ratio engine according to the present invention will be described.

The above-mentioned high compression ratio engine can be installed not only in the above-mentioned reciprocating engine but also in a diesel engine.
The problem of lack of power in diesel engines can also be overcome because the fuel pressure can be increased.

In the above-described embodiment, the compression ratio is almost doubled, so even if mechanical loss is taken into account, the output can be increased by 50 to 60%.

Furthermore, if the output is kept to the conventional level, the fuel consumption rate can be significantly increased.

Furthermore, the structure of the carburetor allows the same mixed gas combustion method as before to be used despite the high compression ratio, so there is no need to switch to gasoline-diesel, which is costly.

Looking at diesel engines, in addition to the power increase mentioned above, the power increase also shortens the piston stroke, which increases the rotational speed and reduces vibration and vibration.
It also becomes possible to suppress noise.

Furthermore, since there are two intake systems, the first and second intake manifolds, there is no shortage of intake air during high-speed rotation, and conventionally used turbochargers and the like are not required.

Next, we will discuss applications other than automobiles.

When used in a marine engine, for example, if the diameter of the compressor cylinder is made 3 to 4 times larger than the engine cylinder, the compression ratio of the engine can be increased to nearly 3 to 4 times by that amount, and the timing of opening and closing of the bulkhead valve and ignition can be adjusted. If this can be adjusted, an engine with much higher output can be realized.

In addition to high output, aircraft engines have short strokes that allow them to rotate at high speeds. In this case, the lack of intake air will not be a problem if the air is sent from an independent intake to the second intake manifold.

When used to manufacture a motor generator, it can be used to produce a generator with high voltage and long-term use.

In applications other than engines, high compression compressors can be realized and efficient refrigeration equipment can be manufactured.

Although various preferred embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and may deviate from the spirit of the invention, for example, it can be applied to a two-stroke engine. Of course, many more modifications can be made within the scope of the invention.

(Effects of the invention) By using the high compression ratio engine according to the present invention, a high compression ratio, which is almost impossible with a reciprocating engine, can be achieved, and a reciprocating engine with high output or high fuel consumption can be realized, and a high compression ratio in a diesel engine can be achieved. It has remarkable effects, such as being able to suppress not only output but also vibration and noise, and can be applied to a wide range of applications, including engines for ships and aircraft.

[Brief explanation of the drawing]

1 to 7 are cross-sectional views showing the operation of the high compression ratio engine according to the present invention in each step. 16a, 16b...engine cylinder, 18a, 18
b...Engine piston, 30...Compressor cylinder, 32a, 32b...Series through holes 34a, 34b...Bulkhead valve, 38...Self pressure valve,
40...Second intake manifold, 42...
Compressor piston, 44a, 44b--Tapered surface.

Claims (1)

[Scope of Claims] 1. A compressor cylinder arranged in parallel with a cylinder of a reciprocating engine, a communication hole in the compressor cylinder through which air in the compressor cylinder is sent into the engine cylinder in order to increase the compression ratio of the engine, and the communication hole a bulkhead valve that opens and closes at a predetermined timing; an intake device that introduces and shuts off air into the compressor cylinder; A high compression ratio engine characterized by comprising a compressor piston connected to the same crankshaft. 2. One compressor cylinder is installed in parallel between each of the two engine cylinders of a reciprocating engine, and the air in the compressor is alternately sent into both engine cylinders to increase the compression ratio of the engine cylinders located on both sides. For this purpose, there are two communication holes for communicating between both engine cylinders and the compressor cylinder, two partition valves for opening and closing both communication holes at predetermined timings, and for introducing and blocking air into the compressor cylinder. an intake device, disposed so as to be slidable within the compressor cylinder,
A high compression ratio engine characterized in that the connecting rod includes a compressor piston connected to the same crankshaft as the engine pistons of the two engine cylinders. 3. Even if the engine piston reaches the top dead center, the communication hole provided to send air from the compressor cylinder arranged in parallel to increase the compression ratio of the engine to the engine cylinder of the reciprocating engine. A high compression ratio engine that does not block the communication holes.