JPH07238840A - Variable cycle engine - Google Patents
Variable cycle engineInfo
- Publication number
- JPH07238840A JPH07238840A JP30136391A JP30136391A JPH07238840A JP H07238840 A JPH07238840 A JP H07238840A JP 30136391 A JP30136391 A JP 30136391A JP 30136391 A JP30136391 A JP 30136391A JP H07238840 A JPH07238840 A JP H07238840A
- Authority
- JP
- Japan
- Prior art keywords
- cycle
- intake
- engine
- exhaust
- cycles
- Prior art date
- Legal status (The legal status 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 status listed.)
- Withdrawn
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B75/00—Other engines
- F02B75/02—Engines characterised by their cycles, e.g. six-stroke
- F02B75/021—Engines characterised by their cycles, e.g. six-stroke having six or more strokes per cycle
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B69/00—Internal-combustion engines convertible into other combustion-engine type, not provided for in F02B11/00; Internal-combustion engines of different types characterised by constructions facilitating use of same main engine-parts in different types
- F02B69/06—Internal-combustion engines convertible into other combustion-engine type, not provided for in F02B11/00; Internal-combustion engines of different types characterised by constructions facilitating use of same main engine-parts in different types for different cycles, e.g. convertible from two-stroke to four stroke
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B75/00—Other engines
- F02B75/02—Engines characterised by their cycles, e.g. six-stroke
- F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
- F02B2075/025—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle two
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B75/00—Other engines
- F02B75/02—Engines characterised by their cycles, e.g. six-stroke
- F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
- F02B2075/027—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle four
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
Abstract
Description
【０００１】[0001]
【産業上の利用分野】本発明は，例えば，４サイクルデ
ィーゼルエンジン，４サイクルガソリンエンジン等にお
いては，燃料噴射機構，燃料噴射タイミング，燃料点火
機構，燃料点火タイミング，吸排気バルブ機構，吸排気
バルブタイミング等を改造し，２サイクルディーゼルエ
ンジン，２サイクルガソリンエンジンにおいては，燃料
噴射機構，燃料噴射タイミング，燃料点火機構，燃料点
火タイミング等の改造と吸気バルブ及び排気バルブの増
設等により，エンジンの運転状況に応じて，通常の工程
以外に，さらに燃焼したシリンダー内の残留燃焼ガスを
完全に排気するための，燃料を含まない空気の，吸入工
程，排気工程の２工程を追加し，運転状況に応じて，通
常４サイクルエンジンであれば，適宜に４サイクルから
６サイクル運転，あるいは６サイクルから４サイクル運
転，通常２サイクルエンジンであれば，適宜に２サイク
ルから４サイクル運転，あるいは４サイクルから２サイ
クル運転に，切り替えることが可能な，可変サイクルエ
ンジンに関するものである。BACKGROUND OF THE INVENTION The present invention relates to a fuel injection mechanism, a fuel injection timing, a fuel ignition mechanism, a fuel ignition timing, an intake / exhaust valve mechanism, an intake / exhaust valve in a four-cycle diesel engine, a four-cycle gasoline engine, etc. By modifying the timing, etc., in the case of 2-cycle diesel engine and 2-cycle gasoline engine, the engine is operated by modifying the fuel injection mechanism, fuel injection timing, fuel ignition mechanism, fuel ignition timing, etc. and adding intake valves and exhaust valves. Depending on the situation, in addition to the normal process, two processes, an intake process and an exhaust process of air that does not contain fuel, for completely exhausting the residual combustion gas in the burned cylinder are added to the operating condition. Therefore, if it is a normal 4-cycle engine, it will be operated from 4 to 6 cycles, Rui 4 cycle operation from 6 cycles, would normally two-stroke engine, suitably 4 cycle operation from the two-cycle or two-cycle operation from the four-cycle, that can be switched, to a variable cycle engine.
【０００２】[0002]
【従来の技術】現在の，４サイクル，２サイクルのエン
ジンは，エンジンの燃焼等に関する詳細な分析がすすむ
につれ，その性能向上の面では大きな進歩を遂げたとい
える。一つにはエンジンやシリンダー，吸排気バルブ等
の形状等の改善にあり，さらには最適燃焼のための電子
化及び電子制御システムの採用，希薄燃焼エンジンの開
発等，エンジンの燃費向上等に大きく貢献している。2. Description of the Related Art It can be said that the present four-cycle and two-cycle engines have made great progress in terms of performance improvement as the detailed analysis of engine combustion and the like progresses. One is to improve the shape of the engine, cylinder, intake and exhaust valves, etc., and to improve the fuel efficiency of the engine, such as the adoption of electronic and electronic control systems for optimal combustion and the development of lean burn engines. Have contributed.
【０００３】しかしながら，エンジンの基本的燃焼シス
テムから検討した場合，エンジンの燃焼排気工程後にお
いても尚，シリンダー内の燃焼ガスは，完全には排気さ
れておらず，幾らかの燃焼後のガスがシリンダー内に残
留していた。However, when considering the basic combustion system of the engine, the combustion gas in the cylinder is not completely exhausted even after the combustion exhaust process of the engine, and some post-combustion gas is generated. It remained in the cylinder.
【０００４】[0004]
【発明が解決しようとする課題】本発明が解決しようと
する問題点は，省エネと高馬力の二面性を持ち合わせた
エンジンで，燃焼後の排気ガスをほぼ完全に近い形で排
気を行うことによって，排気ガスをよりクリーンにする
事が可能で，一定速運転時の燃料消費を節約し，同時に
運転状況に応じて高出力がだせるエンジンを提供するこ
とにある。The problem to be solved by the present invention is to provide an engine having dual aspects of energy saving and high horsepower, and to exhaust exhaust gas after combustion in a nearly complete form. This makes it possible to make the exhaust gas cleaner, save fuel consumption during constant speed operation, and at the same time provide an engine that can produce high output according to the operating conditions.
【０００５】[0005]
【課題を解決するための手段】本願の第一発明は，４サ
イクルエンジンにおいて，吸排気バルブの動作機構，を
改造し，二つの動作モード，即ち４サイクル運転とさら
にシリンダー内の燃焼残留ガスを排出するための，空気
の吸気排気工程を加えた６サイクル運転の二つの動作モ
ードを，運転状況に応じて，切り替える事ができること
を特徴とする。同時に燃料点火機構，あるいは燃料噴射
機構も改造し，４サイクル運転と６サイクル運転の二つ
の動作モードにて運転を行う。基本的原理については，
ガソリンエンジンもディーゼルエンジンも同様であり，
また電子制御燃料噴射システム等を採用するガソリンエ
ンジン車においては，吸気バルブが少なくとも２ポート
あるものを使用して，尚且つ燃料噴射バルブは片側ポー
ト側のみ燃料を噴射し，この場合，燃料側吸入バルブと
空気側吸入バルブは６サイクル運転時には，別々に動作
が行え，この時の燃料側吸入バルブは点火プラグの点火
モードに準じるモードとなる。The first invention of the present application is to modify the operating mechanism of the intake and exhaust valves in a four-cycle engine so that two operating modes, that is, four-cycle operation and combustion residual gas in the cylinder can be eliminated. It is characterized by being able to switch between two operation modes of 6-cycle operation including the intake and exhaust steps of air for discharging, depending on the operating conditions. At the same time, the fuel ignition mechanism or the fuel injection mechanism is also modified to operate in two operation modes: 4-cycle operation and 6-cycle operation. For the basic principle,
The same applies to gasoline engines and diesel engines,
Further, in a gasoline engine vehicle that employs an electronically controlled fuel injection system or the like, an intake valve having at least two ports is used, and the fuel injection valve injects fuel only on one side port side. The valve and the intake valve on the air side can be operated separately during 6-cycle operation, and the intake valve on the fuel side at this time is in a mode according to the ignition mode of the spark plug.
【０００６】４サイクル−６サイクル可変エンジンの吸
排気弁の機構に関しては，図１に示す様に，クランク軸
の回転信号を一度電気信号に変換して，電磁バルブ制御
ユニットに入力して，これをクランク軸２回転，即ち７
２０度にて，カムシャフト１回転とする，４サイクル駆
動信号と，クランク軸３回転，即ち１０８０度にて，カ
ムシャフト１回転とする，６サイクル駆動信号に分け，
サイクル指定信号に基づくエンジンのサイクルモードに
て，吸気排気バルブ開閉用の空気圧作動シリンダーの電
磁バルブを動作させる。ただし，４サイクルと６サイク
ルの切り替えは，クランク軸の定点を起点にして，４と
６の最小公倍数である１２サイクル毎に，あるいは，６
回転毎の同期時点のみ切り替え可能なように同調インタ
ーロックされている。これらは運転中の乱調を防止する
ためのものである。Regarding the mechanism of the intake / exhaust valve of a 4-cycle-6-cycle variable engine, as shown in FIG. 1, a crankshaft rotation signal is once converted into an electric signal and is input to an electromagnetic valve control unit. Crankshaft 2 revolutions, ie 7
It is divided into 4 cycles drive signal which makes camshaft 1 rotation at 20 degrees and 6 cycles drive signal which makes camshaft 1 rotation at 1080 degrees 3 crankshaft rotations, namely 1080 degrees,
The electromagnetic valve of the pneumatic cylinder for opening and closing the intake and exhaust valves is operated in the engine cycle mode based on the cycle designation signal. However, switching between 4 cycles and 6 cycles is performed every 12 cycles, which is the least common multiple of 4 and 6, starting from the fixed point of the crankshaft, or 6 cycles.
The tuning interlock is made so that it can be switched only at the synchronization point for each rotation. These are for preventing irregularities during driving.
【０００７】さらに，機械式のものとしては，４サイク
ル用のカムシャフトと６サイクル用のカムシャフトの２
本の吸排気弁駆動カムシャフトを持つタイプが考えられ
る。これは，いわばロッカースイングアーム式と呼べる
もので，アームのてこの軸を中心にそれぞれ反対方向に
４サイクル用カムシャフトと６サイクル用カムシャフト
が，１：２／３の回転速度にて同調して回転しており，
アームのひんじ中心軸が変位することにより，４サイク
ル用カムシャフト，あるいは６サイクル用カムシャフト
のどちらかが，アームを動作させるように配置されてい
る。Further, as the mechanical type, there are two types of camshafts for four cycles and six cycles.
A type having a book intake / exhaust valve driving camshaft is conceivable. This is, so to speak, a rocker swing arm type, in which the 4-cycle camshaft and the 6-cycle camshaft are synchronized in opposite directions centering around the lever axis of the arm at a rotation speed of 1: 2/3. Is rotating,
Either the 4-cycle camshaft or the 6-cycle camshaft is arranged to move the arm by the displacement of the central axis of the arm.
【０００８】さらに，一本のカムシャフトにて，４サイ
クル−６サイクルの吸排気弁駆動を行わせるものもあ
る。これはクランクシャフトより，４サイクル用のタイ
ミングベルトと６サイクル用のタイミングベルトをそれ
ぞれ４サイクル用，６サイクル用の同一中心軸のタイミ
ングプーリーで受け，同期調整型の電磁クラッチにてカ
ムシャフトに伝達させる。この時カムシャフトには４サ
イクル用のカムのとなりに，連続した面で形成された６
サイクル用のカムが一体に作られた，複合カムが形成さ
れ，各幅広カムの同一方向の片側が４サイクル用，反対
側が６サイクル用で，制御信号により，油圧でカムシャ
フトがスライドすることにより，吸排気弁との接触形状
を変え，動作モードを変える。この時，カムシャフトが
スライドに合わせて，同期調整型の電磁クラッチが切り
替わり，カムシャフトの回転速度も変わる。この場合
も，４サイクルと６サイクルの最小公倍数の１２サイク
ルごとの起点にて動作し，タイミングのずれをふせいで
いる。またタイミングベルトについては，必ずしも４サ
イクル用と６サイクル用の２本を使わなくてもよい。Further, there is one in which the intake / exhaust valve of 4 cycles-6 cycles is driven by one camshaft. This is that the timing belt for 4 cycles and the timing belt for 6 cycles are received from the crankshaft by the timing pulleys of the same central axis for 4 cycles and 6 cycles, respectively, and transmitted to the camshaft by a synchronous adjustment type electromagnetic clutch. Let At this time, the camshaft was constructed with a continuous surface next to the 4-cycle cam.
By forming a composite cam in which the cams for the cycle are made integrally, one side in the same direction of each wide cam is for 4 cycles, the other side is for 6 cycles, and by the control signal, the camshaft slides hydraulically , Change the contact shape with the intake / exhaust valve to change the operation mode. At this time, as the camshaft slides, the synchronous adjustment type electromagnetic clutch switches and the rotation speed of the camshaft also changes. In this case also, the operation is performed at the starting point of every 12th cycle, which is the least common multiple of 4 cycles and 6 cycles, to prevent the timing deviation. Further, as for the timing belt, it is not always necessary to use two belts for 4 cycles and 6 cycles.
【０００９】[0009]
【表１】 [Table 1]
【００１０】[0010]
【表２】 [Table 2]
【００１１】[0011]
【表３】 [Table 3]
【００１２】点火及び燃料噴射については，単純に４サ
イクル用，６サイクル用の２系統の点火装置，燃料噴射
装置を用い，これをクランク軸信号，あるいは他の制御
信号にて，カムシャフトの動きと同調させながら，どち
ら側かを選択することができるが，タイミング制御装置
のみを２系統にして他の部分は共通にしてもよい。４サ
イクル−６サイクル可変エンジンの吸排気弁動作例，点
火時期，噴射時期の比較等が表１から表３に記されてい
る。For ignition and fuel injection, simply use a two-system ignition device and fuel injection device for four cycles and six cycles, and use the crankshaft signal or other control signal to move the camshaft. Either side can be selected while synchronizing with, but only the timing control device may be two systems and the other parts may be common. Tables 1 to 3 show examples of intake / exhaust valve operation of a 4-cycle-6-cycle variable engine, comparison of ignition timing, injection timing, and the like.
【００１３】[0013]
【表４】 [Table 4]
【００１４】２サイクル−４サイクル可変エンジンにつ
いては，燃料噴射型のディーゼルエンジン，燃料噴射型
のガソリンエンジンが可変エンジンとして，図５に示さ
れるように吸気バルブと排気バルブをシリンダーヘッド
に取り付け，この吸排気バルブは４サイクル運転時のみ
動作をする。動作のモードは表４に記されている。クラ
ンクシャフトより取り出されたタイミング信号はクラン
クシャフト２回転に対し，吸排気用のカムシャフトを１
回転させ，同期を取る。４サイクル運転信号によって，
カムシャフトがタイミングベルトによって駆動され，一
定の起点より４サイクル毎に，２サイクル−４サイクル
の切り替えが可能で，そのほかのポジションではインタ
ーロック同調装置によって動作待機となる。また燃料噴
射についても，４サイクル選択時は，４サイクル噴射信
号によって駆動される。Regarding the 2-cycle-4 cycle variable engine, a fuel injection type diesel engine and a fuel injection type gasoline engine are variable engines, and intake valves and exhaust valves are attached to the cylinder head as shown in FIG. The intake and exhaust valves operate only during 4-cycle operation. The modes of operation are listed in Table 4. The timing signal extracted from the crankshaft indicates that the camshaft for intake and exhaust is 1 for every 2 revolutions of the crankshaft.
Rotate and synchronize. 4 cycle operation signal,
The camshaft is driven by the timing belt, and it is possible to switch from 2 cycles to 4 cycles every 4 cycles from a fixed starting point, and at other positions, the operation is on standby by the interlock tuning device. Regarding fuel injection, when four cycles are selected, the fuel injection is driven by the four cycle injection signal.
【００１５】[0015]
【作用】本発明においては，２サイクル，４サイクルの
内燃機関にさらに，吸気工程，排気工程を追加し，それ
ぞれ，４サイクル，６サイクル運転の可能な，可変サイ
クルエンジンとすることにより，それぞれ低サイクル運
転時には，比較的高出力がだせ，高サイクル運転時に
は，燃費の節約とよりクリーな排気ガスのエンジンとし
て，一台のエンジンで多くの性能を併せ持たすことが可
能となる。In the present invention, by adding the intake process and the exhaust process to the two-cycle and four-cycle internal combustion engines to make them variable cycle engines capable of four-cycle and six-cycle operation, respectively, A relatively high output is produced during cycle operation, and during high cycle operation, one engine can have many performances as a fuel economy and cleaner engine of exhaust gas.
【００１６】[0016]
【実施例】図１は，電気油気圧作動式，４サイクル−６
サイクル可変エンジンの概要図であって，１はクランク
シャフト，２は回転信号，３は電磁バルブ制御ユニッ
ト，４は点火／噴射時期同期信号，５はソレノイドバル
ブ駆動用線，６はソレノイドバルブ，７は吸排気弁動作
用空圧シリンダー，８は高圧空気パイプ，９はエアータ
ンク，１０はコンプレッサーである。DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS FIG. 1 is an electric hydraulic pressure operated type, 4 cycles-6.
1 is a schematic diagram of a variable cycle engine, 1 is a crankshaft, 2 is a rotation signal, 3 is an electromagnetic valve control unit, 4 is an ignition / injection timing synchronization signal, 5 is a solenoid valve drive line, 6 is a solenoid valve, 7 Is a pneumatic cylinder for operating the intake and exhaust valves, 8 is a high pressure air pipe, 9 is an air tank, and 10 is a compressor.
【００１７】図２は，ロッカースイングアーム式４サイ
クル−６サイクル，切り替えカムシャフト機構の概要図
であり，１１は４サイクル用カムシャフト，１２はアー
ム，１３はアームの軸，１４は６サイクル用カムシャフ
ト，１５はバルブである。FIG. 2 is a schematic view of a rocker swing arm type 4 cycle-6 cycle switching camshaft mechanism. 11 is a 4 cycle camshaft, 12 is an arm, 13 is an arm axis, and 14 is a 6 cycle. The camshaft 15 is a valve.
【００１８】図３は一軸，カムシャフト回転速度切り替
え型，４サイクル−６サイクル切り替え用のカムシャフ
トで，１６はカムシャフト，１７は４サイクル用カム，
１８は６サイクル用カムであり，図４はその駆動図で，
１９はタイミングベルト，２０はカムシャフトスライド
機構付き２段同調式回転制御機，２１はカムシャフト，
２２はカム，２３は吸気または排気バルブである。FIG. 3 shows a uniaxial, camshaft rotation speed switching type, 4 cycle-6 cycle switching camshaft, where 16 is a camshaft and 17 is a 4 cycle cam.
18 is a 6-cycle cam, and FIG. 4 is a drive diagram thereof.
19 is a timing belt, 20 is a two-stage tuned rotation controller with a camshaft slide mechanism, 21 is a camshaft,
Reference numeral 22 is a cam, and 23 is an intake or exhaust valve.
【００１９】図５は２サイクル−４サイクル可変エンジ
ンの概要図で，２４は吸気バルブ，２５は排気バルブ，
２６は掃気孔，２７は排気孔，２８は気圧器，２９燃料
噴射弁，３０はピストンである。FIG. 5 is a schematic diagram of a two-cycle to four-cycle variable engine, in which 24 is an intake valve, 25 is an exhaust valve,
26 is a scavenging hole, 27 is an exhaust hole, 28 is an atmospheric pressure device, 29 is a fuel injection valve, and 30 is a piston.
【００２０】[0020]
【発明の効果】本発明においては，同一内燃機関のサイ
クルを変更させることにより，特に高サイクル運転時に
は，クリーンな排気ガスで，燃焼効率の高いエンジンと
なり，また，低サイクル運転時には力の強い運転を行う
ことができる。自動車，船舶等に用いた場合，軽負荷一
定速運転時における燃料消費率を大幅に低減することが
できる。According to the present invention, by changing the cycle of the same internal combustion engine, an engine with clean exhaust gas and high combustion efficiency can be obtained especially during high cycle operation, and strong operation can be achieved during low cycle operation. It can be performed. When used in automobiles, ships, etc., the fuel consumption rate during light load constant speed operation can be significantly reduced.
【００２１】[0021]
【図１】電気油気圧作動式，４サイクル−６サイクル可
変エンジンの概要図FIG. 1 is a schematic diagram of an electrohydraulic actuation type, 4-cycle-6-cycle variable engine.
【図２】４サイクル−６サイクル，切り替えカムシャフ
ト機構の概要図FIG. 2 is a schematic view of a 4 cycle-6 cycle switching camshaft mechanism.
【図３】一軸回転速度切り替え型，切り替え用のカムシ
ャフトFIG. 3 is a uniaxial rotation speed switching type, switching camshaft.
【図４】一軸回転速度切り替え型のカムシャフト駆動部FIG. 4 is a uniaxial rotation speed switching type camshaft drive unit.
【図５】２サイクル−４サイクル可変エンジンの概要図FIG. 5 is a schematic diagram of a 2-cycle-4 cycle variable engine.
１ クランクシャフト ２ 回転信号 ３ 電磁バルブ制御ユニット ４ 点火／噴射時期同期信号 ５ ソレノイドバルブ駆動用線 ６ ソレノイドバルブ ７ 吸排気弁動作用空圧シリンダー ８ 高圧空気パイプ ９ エアータンク １０ コンプレッサー １１ ４サイクル用カムシャフト １２ アーム １３ アームの軸 １４ ６サイクル用カムシャフト １５ バルブ １６ カムシャフト １７ ４サイクル用カム １８ ６サイクル用カム １９ タイミングベルト ２０ カムシャフトスライド機構付き２段同調式回転
制御機 ２１ カムシャフト ２２ カム ２３ 吸気または排気バルブ ２４ 吸気バルブ ２５ 排気バルブ ２６ 掃気孔 ２７ 排気孔 ２８ 気圧器 ２９ 燃料噴射弁 ３０ ピストン1 Crankshaft 2 Rotation signal 3 Electromagnetic valve control unit 4 Ignition / injection timing synchronization signal 5 Solenoid valve drive line 6 Solenoid valve 7 Pneumatic cylinder for intake / exhaust valve operation 8 High pressure air pipe 9 Air tank 10 Compressor 11 4 cycle cam Shaft 12 Arm 13 Arm axis 14 6-cycle camshaft 15 Valve 16 Camshaft 17 4-cycle cam 18 6-cycle cam 19 Timing belt 20 Camshaft Two-stage synchronous rotation controller with slide mechanism 21 Camshaft 22 Cam 23 Intake or exhaust valve 24 Intake valve 25 Exhaust valve 26 Scavenging hole 27 Exhaust hole 28 Barometer 29 Fuel injection valve 30 Piston
Claims (2)
排気工程より構成される，４サイクルエンジンにおい
て，さらに選択的に混合気ではなく，混合気を含まない
空気のみの吸気工程，排気工程，の２工程を追加した６
サイクル運転が行えることを特徴とする，４サイクル，
６サイクル，切り替え型エンジン。1. An intake process, a compression process, an expansion / combustion process,
In a 4-cycle engine consisting of an exhaust process, two processes were selectively added: an intake process of only air that does not contain a mixture but an exhaust process, and an exhaust process.
4 cycles, characterized by being able to perform cycle operation,
6-cycle, switchable engine.
エンジンあるいは，２サイクルガソリンエンジンに，通
常吸排気孔とは別に，新たにシリンダーヘッドに吸排気
バルブが取りつけられ，通常の２サイクル運転に加え
て，選択的に燃料を含まない，空気だけの吸気工程，排
気工程の２工程を追加した４サイクル運転が行えること
を特徴とする，２サイクル，４サイクル，切り替え型エ
ンジン。2. A two-cycle diesel engine or a two-cycle gasoline engine having an intake valve is provided with a new intake / exhaust valve on the cylinder head in addition to the normal intake / exhaust holes. A two-cycle, four-cycle, switchable engine characterized by being able to perform four-cycle operation with the addition of two processes, an intake process using only air and an exhaust process, which does not include fuel.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP30136391A JPH07238840A (en) | 1991-09-04 | 1991-09-04 | Variable cycle engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP30136391A JPH07238840A (en) | 1991-09-04 | 1991-09-04 | Variable cycle engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH07238840A true JPH07238840A (en) | 1995-09-12 |
Family
ID=17895969
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP30136391A Withdrawn JPH07238840A (en) | 1991-09-04 | 1991-09-04 | Variable cycle engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH07238840A (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6257176B1 (en) | 1998-12-08 | 2001-07-10 | Honda Giken Kogyo Kabushiki Kaisha | Variable cycle internal combustion engine and controller thereof |
| JP2010053851A (en) * | 2008-08-28 | 2010-03-11 | Nobuji Yamamoto | Automatic cycle system engine |
| JP2011074873A (en) * | 2009-09-30 | 2011-04-14 | Honda Motor Co Ltd | Variable cycle engine |
-
1991
- 1991-09-04 JP JP30136391A patent/JPH07238840A/en not_active Withdrawn
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6257176B1 (en) | 1998-12-08 | 2001-07-10 | Honda Giken Kogyo Kabushiki Kaisha | Variable cycle internal combustion engine and controller thereof |
| JP2010053851A (en) * | 2008-08-28 | 2010-03-11 | Nobuji Yamamoto | Automatic cycle system engine |
| JP2011074873A (en) * | 2009-09-30 | 2011-04-14 | Honda Motor Co Ltd | Variable cycle engine |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| Hatano et al. | Development of a new multi-mode variable valve timing engine | |
| US4075986A (en) | Rotary-poppet valve internal combustion engine | |
| KR960007104B1 (en) | Engine using compressed air | |
| US4499870A (en) | Multi-cylinder internal combustion engine | |
| EP1240416B1 (en) | Reciprocating internal combustion engine with balancing and supercharging | |
| JP2004278536A (en) | Reciprocating internal combustion engine, its operation method, and stroke function adjusting apparatus of filling exchange valve | |
| GB2418229A (en) | Fuel pump drive system eg for DOHC i.c. engines | |
| JPS5930899B2 (en) | Braking method and device for internal combustion engine | |
| JPH09505122A (en) | engine | |
| JPH07238840A (en) | Variable cycle engine | |
| JPS58152139A (en) | Control of internal-combustion engine | |
| JP2820793B2 (en) | Reciprocating engine with pump cylinder and power cylinder | |
| KR970021677A (en) | An internal combustion engine | |
| JP2003138943A (en) | Two-cycle internal combustion engine | |
| JP4096429B2 (en) | Exhaust valve operation control device for internal combustion engine | |
| JPH08218879A (en) | Intake structure of four-cycle engine | |
| GB2430709A (en) | Switchable two-stroke/four-stroke engine | |
| RU2011853C1 (en) | Gas distributing mechanism for four-stroke internal combustion engine | |
| JPH0364604A (en) | Valve system on two-stroke engine | |
| JPH11280504A (en) | Spark ignition internal combustion engine | |
| JP2003314310A (en) | Method for facilitating start of internal combustion engine | |
| JP4439307B2 (en) | engine | |
| GB2139283A (en) | A multi-cylinder IC engine operable with at least one ineffective cylinder | |
| JP2965956B1 (en) | Combustion chamber rotary engine | |
| JP2007016632A (en) | Variable cylinder internal combustion engine |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| A300 | Withdrawal of application because of no request for examination |
Free format text: JAPANESE INTERMEDIATE CODE: A300 Effective date: 19981203 |