Air distribution structure of engine
By setting up a dual intake and dual outlet channels on the engine cylinder, and using negative and high pressure sources to achieve phased control of intake and outlet, the problems of inconvenient pressure control and waste of exhaust energy are solved, and the power and energy utilization efficiency of the engine are improved.
Patent Information
- Application Number
- CN202411744476.6
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2024-11-30
- Publication Date
- 2025-03-14
AI Technical Summary
The boost control of existing engines is inconvenient, and the residual exhaust energy is wasted too much, so the engine's power potential cannot be fully released.
A dual intake and dual outlet air duct engine air distribution structure is designed. Through two intake channels and two outlet channels arranged on the engine cylinder, the negative and high air pressure sources generated by the piston operation are used to realize the two stages of intake and outlet air in batches, and gas supply and exhaust gas are supplied with air sources of different air pressures respectively.
It improves the boosting efficiency, better control the intake and outlet of the cylinder, fully stimulates the power potential of the engine, improves the energy utilization efficiency, and expands the functional application areas of the engine.
Smart Images
Figure CN119616716A_ABST
Abstract
Description
Technical Field
[0001] The invention relates to the field of internal combustion engines, and in particular to a valve distribution structure with double intake and double exhaust passages for allowing an engine to perform two-stage intake and exhaust. Background Art
[0002] With the development of the times, all walks of life need engines to provide power in different environments and fields. Therefore, the development depth of engines and their power fields has affected the development of the times. At the same time, with the rise of environmental awareness, energy saving has also become one of the main needs of users. Therefore, reducing the impact of engines on the natural environment, reducing the operating cost of engines, and improving the energy utilization efficiency of engines have become the general technical needs of the world in the power field today. The existing engines generally have a single-source single-airway intake and exhaust (exhaust) gas distribution structure. Its disadvantage is that it can only be supplied by a single air source, and the pressurized gas can only be directly connected in series with the engine intake duct, which is inconvenient to control the boost pressure. When the engine is working, there is still a high cylinder pressure after the working stage, but it cannot be converted into power. Even if there are Miller cycle and Atkinson cycle, the efficiency of engine work is improved by reducing the compression ratio under the condition of unchanged expansion ratio, but this is based on sacrificing engine power, which reduces the power potential of the engine. Therefore, it is necessary to design an engine valve distribution structure based on dual airways to solve the above technical problems. Summary of the invention
[0003] In view of the deficiencies of the above-mentioned technologies, the present invention provides an engine valve mechanism to solve the problems in the prior art such as inconvenient boost control, excessive waste of exhaust residual energy, and inability to fully release the engine power potential.
[0004] In order to achieve the above object, the technical solution adopted by the present invention is as follows:
[0005] like Figures 1 to 5 As shown, an engine valve mechanism is characterized in that it includes a first intake passage 6, a second intake valve 7, a first outlet valve 3, and a second outlet passage 2 arranged on the engine cylinder, wherein the first intake passage 6 is connected to the cylinder housing 10, and its air passage is communicated with the cylinder, and a first intake valve 8 is provided at the connection, the second intake passage 5 is connected to the cylinder housing 10 through the second intake valve 7, and its air passage can be communicated with the cylinder through the second intake valve 8, the first outlet passage 2 is connected to the cylinder housing 10 through the first outlet valve 3, and its air passage can be communicated with the cylinder through the first outlet valve 3, the second outlet passage 2 is connected to the cylinder housing 10, and its air passage is communicated with the cylinder, and a second outlet valve 3 is provided at the connection, which is beneficial in that the intake and exhaust of the engine can be divided into two stages, and the two stages of intake can supply air to the cylinder with two air sources of different air pressures respectively, and at the same time, the two stages of exhaust can be used as two air sources of different air pressures to exhaust air out of the cylinder respectively.
[0006] Furthermore, the invention comprises two intake ducts which are arranged at the upper part of the engine cylinder and connected to the cylinder, and is characterized in that the first intake duct 6 and the second intake duct 5 respectively allow the existence of a plurality of air ports and valves connected to the cylinder, and comprises two outlet ducts which are arranged at the upper part of the engine cylinder and connected to the cylinder, namely the first outlet duct 1 and the second outlet duct 2, and the two outlet ducts respectively allow the existence of a plurality of air ports and valves connected to the cylinder. The advantage thereof is that different air ports and valves are arranged to connect the intake duct, the outlet duct and the cylinder according to the model and working environment of the engine cylinder.
[0007] Furthermore, the two intake passages are arranged at the upper part of the engine cylinder and connected to the cylinder, and are characterized in that the first intake passage 6 and the second intake passage 5 are respectively supplied by different air pressure sources, and the first outlet passage 1 and the second outlet passage 2 are respectively used as air sources for supplying air to the outside. The advantage is that the first intake passage 6 can use the negative pressure generated by the operation of the piston to complete the intake, and then close the first intake valve 8, and open the second intake valve 7 to supply gas with a higher air pressure, thereby saving the use of high-pressure gas. Compared with the existing engine, a smaller supercharger can be used to achieve a better supercharging effect, thereby improving the supercharging efficiency. At the same time, the dual intake passages can In order to better control the air intake of the cylinder, the first outlet valve 3 and the second outlet valve 4 are opened at different periods of the engine's working stage. The first outlet valve 3 is opened when the cylinder pressure is high, and the cylinder supplies air to the outside through the first outlet duct. As the work continues, the first outlet duct is closed when the cylinder pressure drops. At the end of the working stage, the second outlet valve 4 opens to exhaust air. At this time, the residual energy in the cylinder is reduced, and the gas in the first outlet duct 1 and the second outlet duct 2 can form a temperature difference and a pressure difference. These potential energies are used to further work, and the overall expansion ratio of the power mechanism can be higher than the compression ratio, thereby improving the energy utilization efficiency and expanding the functional application field of the engine.
[0008] Furthermore, the two intake passages are arranged on the upper part of the engine cylinder and connected to the cylinder, and are characterized in that the first intake valve 8 and the second intake valve 7, the first outlet valve 3 and the second outlet valve 4 sequentially control the opening and closing of the first intake passage 6, the second intake passage 5, the first outlet passage 1, the second outlet passage 2 and the cylinder. The benefit thereof is that the opening is controlled at one time to supply gases of different pressures into the cylinder, and the cylinder is allowed to exhaust gases in stages when doing work, thereby fully stimulating the power potential of the engine.
[0009] like Figures 6 to 13As shown, when the engine is working, the first intake valve 8 and the second intake valve 7, the first outlet valve 3 and the second outlet valve 4 control the opening and closing of the first intake passage 6, the second intake passage 5, the first outlet passage 1, the second outlet passage 2 and the cylinder in sequence with the movement of the piston 9. When entering the intake stage, the first intake passage 6 can use the negative pressure generated by the operation of the piston to complete the intake and then close the first intake valve 8, and open the second intake valve 7 to supply gas with a higher pressure. When entering the power stage, the first outlet valve 3 and the second outlet valve 4 are opened at different periods of the engine power stage respectively. The first outlet valve 3 is opened when the cylinder pressure is high, and the cylinder supplies gas to the outside through the first outlet passage. As the power continues, the first outlet passage is closed when the cylinder pressure drops. At the end of the power stage, the second outlet valve 4 is opened to exhaust. At this time, the residual energy in the cylinder is reduced, and a temperature difference and a pressure difference of the gas can be formed between the first outlet passage 1 and the second outlet passage 2, and these potential energies can be further used to do work.
[0010] It can save the use of high-pressure gas. Compared with existing engines, a smaller supercharger can be used to achieve better supercharging effect, thereby improving supercharging efficiency. At the same time, the dual intake ducts can better control the intake of the cylinders, allowing the cylinders to exhaust gas in stages when doing work, thereby fully stimulating the power potential of the engine. A temperature difference and pressure difference of the gas can be formed between the two outlet ducts, and these potential energies can be further utilized to do work, thereby improving energy utilization efficiency and expanding the functional application areas of the engine. Reference numerals
[0014] A first air outlet duct 1 , a second air outlet duct 2 , a first air outlet valve 3 , a second air outlet valve 4 , a second air intake duct 5 , a first air intake duct 6 , a second air intake valve 7 , a first air intake valve 8 , a piston 9 , a cylinder housing 10 , a connecting rod 11 , and a crankshaft 12 .
[0015] Planing view ( Figure 1 ), front view ( Figure 2 ), top view ( Figure 3 ), Left View ( Figure 4 ),overall( Figure 5 )
[0016] Usage diagram: First intake stage ( Figure 6 ), the second intake stage ( Figure 7 ), the intake phase ends ( Figure 8 ), compression stage ( Fig. 9 ), the work phase begins ( Fig.10 ), the first outlet opening stage ( Fig.11 ), the first exhaust phase ends, and the cylinder continues to work ( Fig.12 ), the work phase ends ( Fig.13 ). BRIEF DESCRIPTION OF THE DRAWINGS Figure 1 is a planing view of an engine equipped with such a valve train; Figure 2 is a front view of an engine equipped with such a valve train structure; Figure 3 is a top view of an engine equipped with the valve structure; Figure 4 It is a left side view of an engine equipped with such a valve distribution structure; Figure 5 It is the overall structure diagram of the engine equipped with this valve structure. In the drawings of the specification; Figure 6 arrive Fig.13 For the purpose of using a schematic diagram, a planing view is used to show the opening and closing states of the engine in coordination with the valve structure at different operating stages when the engine is running. The structure of the engine planing diagram in the schematic diagram and the positions of the components and their connection relationships are the same as those of the engine planing diagram (Figure 1). In the first intake stage (Figure 6), when the engine is running in the intake stage, the first intake valve is opened, and the gas in the first intake duct is sucked into the cylinder due to the negative pressure. When the amount of gas that can be inhaled by the negative pressure during the intake stage is close to the limit, the first intake valve is closed and the second intake valve is opened, and the engine operation state enters the second intake stage (Figure 7). When the engine is running at the end of the intake stage, the gas pressure in the second intake duct is higher than that in the first intake duct. Therefore, when the second intake valve is opened, the gas in the second intake duct enters the cylinder due to the pressure difference, and then the second intake valve is closed, and the intake stage ends (Figure 8). Entering the compression stage (Figure 9), the engine compresses the gas in the cylinder, and at the end of the compression stage, the fuel in the cylinder burns, and the power stage begins (Figure 10). When the fuel begins to burn and the gas begins to expand, the first outlet valve opens, and the first outlet port opening stage begins (Figure 11). After releasing a portion of high-temperature and high-pressure gas to the first outlet port, the first outlet valve is closed, the first outlet stage ends, and the cylinder continues to work (Figure 12). The remaining gas in the cylinder continues to expand and work until the power stage ends (Figure 13). The second outlet valve opens, the engine continues to run, and the exhaust gas after work is discharged through the second outlet port. Then the second outlet valve is closed, the first intake valve is opened, and the first intake stage begins (Figure 6), and a new cycle begins. In the description of the present application, it should be noted that the orientation or positional relationship indicated by the terms "upper", "lower", etc. is based on the orientation or positional relationship shown in the accompanying drawings, and is only a simplified description for the convenience of describing the present application, and does not simply or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present application. Unless otherwise clearly specified and limited, the terms "connected", "connected", and "installed" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be an indirect connection through an intermediate medium, or it can be the internal connection of two elements. For ordinary technicians in this field, the specific meanings of the above terms in this application can be understood according to specific circumstances. The apparatus includes not only those elements, but also other elements not explicitly listed, or may also include other identical elements that exist in the apparatus for such process, method, article, or operating logic, etc. The above description is only a specific implementation of the present application, so that those skilled in the art can understand or implement the present application. Various modifications to these embodiments will be apparent to those skilled in the art, and the general principles defined herein can be implemented in other embodiments without departing from the spirit or scope of the present application. Therefore, the present application will not be limited to the embodiments shown herein, but conforms to the widest range consistent with the principles and novel features applied for herein.
Claims
1. An engine valve structure, characterized in that: It includes a first intake duct, a second intake valve, a first outlet valve, and a second outlet duct arranged on the engine cylinder. The first intake duct is connected to the cylinder housing, and its air duct is communicated with the cylinder. A first intake valve is provided at the connection. The second intake duct is connected to the cylinder housing through the second intake valve, and its air duct can be communicated with the cylinder through the second intake valve. The first outlet duct is connected to the cylinder housing through the first outlet valve, and its air duct can be communicated with the cylinder through the first outlet valve. The second outlet duct is connected to the cylinder housing, and its air duct is communicated with the cylinder. A second outlet valve is provided at the connection.
2. The engine valve structure according to claim 1, characterized in that: The first air intake duct and the second air intake duct respectively allow the existence of multiple air ports and valves connected to the cylinder, including two air outlet ducts arranged at the upper part of the engine cylinder and connected to the cylinder, namely the first air outlet duct and the second air outlet duct, and the two air outlet ducts respectively allow the existence of multiple air ports and valves connected to the cylinder.
3. An engine valve structure as claimed in claim 2, characterized in that: The first air inlet and the second air inlet are supplied by different air pressure sources respectively, and the first air outlet and the second air outlet are respectively used as air sources for supplying air to the outside.
4. The engine valve structure according to claim 3, characterized in that: The first air intake valve, the second air intake valve, the first air outlet valve and the second air outlet valve are included to sequentially control the opening and closing of the first air intake passage, the second air intake passage, the first air outlet passage, the second air outlet passage and the cylinder.