Patent Application
20250035015
The invention relates to the technical field of four-stroke engine valving assembling and relevant vehicle carrier equipments, in particular to a concentric circular valve train valve mechanism for internal combustion engine.
The continuous and smooth intake and exhaust circulation of the valve mechanism directly affects the powerforming, economy, reliability and other comprehensive performance of the four-stroke engine. Among them, the degree of admission represents the actual intake capacity of the engine, which directly affects the control of engine's fuel injection, ignition, valve timing and other conditions, as well as power performance, fuel consumption and emission standards of the engine. The most direct and effective means to improve the charging efficiency of internal combustion engines is to minimize the intake resistance and increase the size of the intake and exhaust valves, in particular, as much as possible to increase the admittance area, the size of the intake valve in order to improve the intake flow making-capacity, which is more important.
For the valve mechanism of the engine in prior art, (1) from the intake and exhaust valve arrangement of the combustion chamber, taking the two intake and two exhaust layout of the four-valve DOHC as an example, in order to increase the intake and exhaust valve area, the approach is to utilize inclined symmetrical arrangement of the intake and exhaust valve to increase size of the valve; this type of design, even if adopting small valve angle as ridge roof pattern, still increases the plane and convex-concave surfaces of combustion chamber contour on the limited surface area of the chamber, these uneven plane-spherical contours cross-effect affects the smooth propagation of the flame in chamber after ignition, which is not conducive to the synchronized combustion of gas mixture, and are prone to produce marginal dead zone in high compression ratios and cause knockings. In addition, only according to the principle of planimetry, the distribution of multiple valves is affected by the arrangement form and position; there is still an inevitable waste of the very limited surface area of the combustion chamber, with the problem of low utilization of the conversion efficiency.
At the same time, due to the close proximity of the four intakes and exhaust valves on the ridge-shaped combustion chamber, there are some ineffective aerodynamic offset dead zones, as cross-bedding within the valve seat openings on the combustion chamber during the intake and exhaust processes. When two adjacent intake/exhaust valves are opened, interference effects occur in the airflow in the adjacent area, especially in the intake stage. All of these structures cause the intake/exhaust flow of valve port throat and from inside and outside combustion chamber prone to be in interconnection-crossover disorder, resulting in a decrease and insufficient inhibition in cylinder intake and exhaust efficiency.
(2) From the opening and closing modes of the intake and exhaust valves driven by the camshaft, valve springs and other components. For the DOHC camshaft system in prior art, a plurality of intake and exhaust valves in response to the camshaft and cam rotation and extruding the valve spring and valve rod downward in order to open the valves into the cylinder. The double overhead camshaft system multi-cylinder drive assembly structure is still complex and heavy. The plurality of institutional components produce a larger valve opening and closing friction load, inter-facial tension, vibrating and consuming power, which reduces the engine output and economic reliability and greatly affects the engine fuel consumption and efficiency.
The intake and exhaust cycling process of valve opening and closing in the traditional internal combustion engine valve system can be continuously improved to enhance its potential, both in terms of combustion chamber configuration, valve arrangement and layout, and valve drive structure. By focusing on the refurbishment of the internal combustion engine valving mechanism and thus increasing the aerodynamic efficiency of the engine's intake and exhaust duty cycle, it is an effective and fundamental way to improve the economy and dynamics of the vehicle performance.
The inventions aims at technically maximum keeping the main engine unity and construct universality, discloses a concentric circular valve train valving mechanism for internal combustion engine, including a combustion chamber, which is in cylindrical, frustum of a cone shape and the cupola hearth of equal cylinder bore. The stepped taper inner contour; the internal space of the combustion chamber is symmetrical flat cone frustum structure; the top surface of combustion chamber is circular grating beam frames; the grating beam frames use the central valve seating as the benchmark carrier, and the intake and exhaust passage inlet and outlet are formed wreath corresponding to concentric circular intake and exhaust valves.
The intake and exhaust valves on the top surface of the combustion chamber are vertically distributed in outer and inner concentric circles, and the opening and closing of the intake and exhaust valves is realized by the single overhead camshaft driving the valve rocker arms. The invention uses SOHC single overhead camshaft to drive rocker arms to open and close the valves individually. An inner circular exhaust passage and an outer annular intake passage which are formed by nesting and assembling are arranged above the inner circular exhaust valve and the outer annular intake valve, which simplifies the structure of the valve system and significantly improves the engine intake and exhaust efficiency and output power.
Firstly, the concentric circular valve train valving mechanism for internal combustion engine modifies the combustion chamber at the top of cylinder into a flat-package cylindrical shape of equal cylinder bore, and constructs the internal space into a right circular cone flat-top contour through the outer valve seat ring arranged interior of the combustion chamber sidelining; the flat-top conical contour, the cambered ceiling and cavity symmetroid has all the basic features of the ideal shape of a hemispherical combustion chamber.
Meanwhile, the annular intake valve can be improved into a convex or concave cambered shape with inner and outer inclination angle from a basic plane structure; the surface of cone cup shape intake valve enables the intake flow resistance to be smaller, and after the valve is closed, an arched dome flat hemisphere with a slightly lower periphery and a higher center, or a basin structure with a slightly higher periphery and a lower middle part is formed in the combustion chamber. The smooth and tidy closed arched combustion chamber with converging reflection approximation improves the structural strength and is beneficial to light-weight modeling. The air and fuel mixture in the conoid shell combustion chamber generates sufficient cyclone vortex, and the heat efficiency of the ignited gas is close to the highest.
Secondly, a concentric circular peripheral annular intake valve and an inner circular exhaust valve are provided on the top surface of the combustion chamber along the axis of the cylinder, corresponding to the double-barreled outer annular intake passage and inner circular exhaust passage of the intake and outlet valves. Three to six cross head beams are uniformly distributed and connected with the outer diameter sideline of the combustion chamber and central valve seating on the top surface. And the central valve seating, the adminiculum's through hole of the top surface lattice beam frame of the combustion chamber, namely the exhaust port, is communicated with the central exhaust passage. The hollow portion of the outer annular grill fence between the outside of the central valve seating and the top longitudinal beam of the combustion chamber forms an annular intake port as engomphosis.
A double-cone valve seat ring is arranged shrunk-in the central valve seating; the inner caliber is the exhaust hole, wherein the inner conical surface side is embedded and sealed with the exhaust valve, and the outer conical surface thereof is embedded with the inner diameter surface of the disk edge of the intake valve, and the outer annular surface of the annular discoid intake valve is embedded with the peripheral valve seat ring which is independently installed on the inner wall of the combustion chamber to form intake passage sealing. Thus, the intake and exhaust passages can be completely synchronal closed on the double-cone valve seat ring girth surfaces of the combustion chamber by the intake and exhaust valves, and the sealing state of the combustion chamber is formed. The annular intake valve has 2 sealing contact surface of inner diameter and outer fringe, and the area of contact with the in-out valve seat ring also increases simultaneously, and the valve seating impact can cushion by a wide margin, which has reduced the impact force and noise of valve closing, reduced vibration and prolonged valve operation life, and promoted the stability of the high-speed motion of valve.
On the top surface of the combustion chamber, the inner and outer sleeves arranged set-in along the central valve seating form the inner hole exhaust passage and the outer circular intake passage; the outer surface of the exhaust passage can be installed with a cylinder liner to form a cooling circulation channel. The water-cooled, heat-conducting cylinder liner can cool down the fresh gas mixture in the annular intake passage, the intake and exhaust valves, and the combustion chamber, effectively reducing the heat transfer from the combustion chamber to the fresh gas mixture. At the same time, it relives the impact on the combustion chamber when intake and exhaust valves are closed and seated, and improves the stable operation of the valve mechanism and the whole machine.
For the upper part of the annular intake port of the grating beam frame on the top surface of the combustion chamber, i.e., the annular intake passage part, the intake passages extends to form an annular intake pressure accumulator loft cavity, which plays an auxiliary pressurization promotion role for the intake stroke. The central exhaust passage on the top surface of the combustion chamber is directly connected to the central valve seating and the exhaust valve, and the exhaust caliber is top-down equal in height to the outer annular intake chamber and extends out of the periphery of the cylinder along the concave chute on the roof of the intake passage chamber and connects to external exhaust manifold. The exhaust passage may likewise be guided from the top of the annular intake passage, at a specific introverted angle of incline grade extension, directly to extrude and connected to the exterior exhaust manifold.
The annular intake valve is fitted with two valve rods spaced at 180° intervals, the two intake valve rods pass vertically through the head beam frame on the top surface of the combustion chamber, the annular intake passage and the valve guides. Two valve rods are supported by valve springs sleeved to the outer diameter of the valve guides on the top surface of the intake passage chambers, and the exhaust valve rod passes through the exhaust passage and valve guide, and is also supported and positioned by the exhaust valve spring. Taking into account the fact that three intake and exhaust valve rods are in a co-linear arrangement with the center line of the cylinder bore, the installation structure of valve rocker arm drive is more flexible, which fully guarantees the in-line assembly, in-plane direction size layout and strength of the intake and exhaust valve springs.
The concentric circular valve train is driven by the single overhead camshaft to open and close the corresponding inlet and exhaust valve, realizing the intake and exhaust cycles of the four-stroke cylinder working cycle with the corresponding rotation angle of crankshaft.
The concentric circular valve train valve mechanism for internal combustion engine driven by SOHC single overhead camshaft of the invention, compared with the prior art, the concentric nested valving system invention has following feature and advantages:
I. From the optimization and improvement of the combustion chamber contour and the valve train structure distribution arrangement form:
In fact, the intake and exhaust ports are constructed as upper and lower throat components; the upper throat is a cylindrical hole, and the lower throat is constructed as a big-end-down tapered hole by the double-cone central valve seat ring and the outer sidepiece valve seat ring, which increases the pass area of airflow and reduces the valve resistance. In this convergent-divergent way, through gradual change of the inner and outer valve seat ring shape taper, the valve seat ring circulation zone and the ratio of the intake/exhaust passage throat circulation area can be optimized to improve the average vortex ratio and air flow coefficient of the intake passage of the internal combustion engine, causing redistribution of the air flow rate, and naturally causing the field-effect process of the air flow by redistributing the flow rate (fast and slow), which improves the intake vortex ratio and air stream density; therefore, the fuel and air are mixed evenly and combustion is full. At the same time, it improves the capacity of exhaust gas passing through the exhaust passage, the whole machine power parameter, comprehensive economy, emissions and other indicators have been greatly improved.
II. From the perspective of the composition of valve train opening and closing driving system, the beneficial results of the invention are:
In summary, the concentric circular valve train valve mechanism for internal combustion engine of the invention, focusing on and based on the main power system structure of existing internal combustion engine remaining unchanged, at the same time, optimized the combustion chamber profile configuration and innovated concentric circular intake and exhaust valve train mode; the use of single overhead camshaft drive greatly improved the mechanically propelled characteristics of the valve movement and the aperture efficiency of the intake and exhaust, and simplified the valve mechanism. The concentric circular valve train valve mechanism of the invention is simple in structure, convenient for production and processing, suitable for a variety of four-stroke engines, to ensure the basic mechanical power characteristics of the whole machine, with high efficiency and reliability of the development potential of practical adaptation.
Wherein: 1 combustion chamber, 2 grating beam frame at top surface, 3 central valve seating, 4 double-pointed central valve seat ring, 5 exhaust port, 6 inner circular exhaust valve, 7 grate opening of outer annular intake port, 8 annular intake valve, 9 outer valve seat ring, 10 central exhaust passage, 11 exhaust-passage cross-link extended guide chute, 12 annular intake passage, 13 water-cooled cylinder liner, 14 intake valve rod, 15 rocker arm shaft, 16 intake valve rocker arm, 17 exhaust valve rocker arm, 18 camshaft, 19 intake valve cam, 20 exhaust valve cam, 21 valve spring, 22 valve spring seat, 23 valve guide, 24 spark plug, 25 piston, 26 cylinder.
The concentric circular valve train valve mechanism for internal combustion engine of the invention is further described in detail hereinafter with reference to the drawings. The embodiment is used for the purpose of explaining the invention and do not constitute a limitation of the invention.
A concentric circular valve train valve mechanism for internal combustion engine, including a combustion chamber, which is in cylindrical shape of equal cylinder bore and flat-topped conical inner contour; the combustion chamber internal space is symmetrical flat cone frustum structure shaped by the outer intake valve seat ring inlay of the interior sidewall. The top surface of combustion chamber is circular grating beam frames; the grating beam frames use the central valve seating as benchmark, the intake and exhaust valves are arranged in a planar concentric circular inner and outer nesting layout. Above the inner circular exhaust valve and outer annular intake valve are respectively provided with an inner exhaust passage and an outer circular intake passage, the exhaust passage is connected to the external exhaust manifold from the extended guide groove pre-set at the top of the outer annular intake passage chamber.
As a further elaboration of the invention, the central valve seating is inlaid with inner valve seat ring. The annular intake valve can be constructed in the form of tilted cone of inner and outer diameters for improving the combustion chamber contour.
As shown in
As shown in
The concentric circular valve train is driven by SOHC single overhead camshaft and rocker arms. The annular intake valve (8) is connected to two intake valve rods (14) and pass vertically through the grill fence of grating beam frames (2) at top surface of the combustion chamber, the intake passage and the valve guide (23); the ends of intake valve rods are connected to rocker arms (16), the valve rocker arms are mounted on rocker arm shaft (15) and driven by intake camshaft (18); the intake valve is positioned on the top surface of the annular intake passage by means of valve springs (21), which are used to provide a spring force for the return of the valve to closing position. The exhaust valve rod passes through the exhaust passage (10) and the exhaust valve guide, and the end of the exhaust valve rod is driven by the exhaust valve cam (20) via rocker arm (17). The two intake valve rods and the exhaust valve rod are co-lined along the center of the cylinder bore and parallel to the camshaft and crankshaft.
As shown in
In order for better understand the technical characteristics of the invention and innovative superiority, taking the four-stroke, inline four-cylinder 1.6-liter engine as an example. The construction parameters: cylinder bore/stroke B-S 80×79.5 mm, single-cylinder volume/actual displacement 399.61×4=1598.442 cc. This embodiment set the compression ratio at 10:1, when the intake valve is closed, the diameter of the top surface of the combustion chamber is 75 mm which is the intake and exhaust valve in co-planar vector, and the lower bottom surface, i.e. cylinder bore is 80 mm.
According to the formula V={π×h×(R2+Rλr+r2)/3} for calculating the volume of the frustum of a cone, wherein h is the vertical height between the upper and lower bottom surfaces of the combustion chamber, R is the radius of the lower bottom surface, which is 40 mm; And r is the radius of the top surface, i.e., the radius of the circle of the sealing point between the outer annular surface of the intake valve and the outer valve seat ring, which is 37.5 mm. The volume of the combustion chamber is calculated as V=399.61÷9=44.4 cm3, and the height of the combustion chamber is calculated as h=0.9409 cm=9.41 mm.
The diameter of the inner circular exhaust valve with concentric circle layout is set at 42 mm; with the center of the flat-topped surface of the combustion chamber, i.e., the center axis of the cylinder, as the vertical benchmark, the inverted trapezoidal central valve seat ring (4) on the central valve seating (3) on the top surface of the combustion chamber is set at parallel cross-section width of 3 mm when the intake and exhaust valves are synchronously seating and sealing, and with the center of the combustion chamber as the benchmark, the inner edge surface of the annular intake valve is set at a radius of 24 mm, and the outer annular surface is set at a radius of 37.5 mm; The annular surface area of the intake valve, i.e., combustion chamber intake flow area π(3.75)2−π(2.4)2=8.3025 π; the ratio of intake valve flow area to cylinder bore area, i.e., valve/cylinder area coefficient=8.3025 π/16 π=0.5189=51.89%. Likewise, the exhaust valve pneumatic flow area ratio is π(2.1)2:16 π=0.275625=27.5625%. If the cross-section co-plane width of the central annular valve seat ring is 2.5 mm (i.e., intake and exhaust valves seal and seated in the parallel line of the central valve seat ring trapezoidal cross-section with width of 2.5 mm synchronously/at equal height), and set inner circular exhaust valve diameter of the concentric circle at 43 mm; then the center distance between inner edge surfaces of the outer annular intake valves is 24 mm, and the sealing radius of outer annular surface and the outer valve seat ring is 37.5 mm; π(3.75)2−π(2.4)2=8.3025 π, valve/cylinder area air-scoop coefficient=8.3025 π/16 π=0.5189=51.89%. Likewise, the exhaust valve port aerodynamic flow area ratio is π(2.15)2=16 π=0.2889=28.89%.
Continuing with the calculation of the maximum lift of the intake valve and the valve girdle opening area corresponding to the maximum lift; valve opening area is defined as the peripheral lateral surface area of the equivalent cylinder with the outer edge surface of the valve head as the bottom and with the stroke as the height, i.e., the open side-wall area of effective opening for the gas circulation when the valve is located at the maximum lift, which should be equal to the valve head area. Two dynamic parameters are included therein.
In the invention, when the annular intake valve is open, the intake airflow can flow into the combustion chamber in both bypath directions from the inner diameter and outer edge of the outer diameter of the valve annular disk, and the fluidity of the inner hole is more like a siphon wind tunnel effect, which has a small aerodynamic passage resistance and excellent down-run air conductivity. This distinctive and unique bi-directional feature must be taken into account when calculating the valve passage opening area at the maximum lift of the intake valve.
Let the vertical opening lift of the outer annular intake valve be X, then {π(7.5)+π(4.8)}X=8.3025 π×120%=9.963 π; X=9.963÷12.3=0.81 cm=8.1 mm.
Considering that the aperture efficiency of bidirectional and bilateral intake flow of the annular intake valve is doubled, the surface area of the outer annular intake valve, which has a cylinder intake area ratio of 51.89%, furthering increased by 120% value coefficient of safety, which has been more than enough.
Likewise, the inner circular exhaust valve diameter is 42 mm, and exhaust port area=exhaust valve head area; set the exhaust valve opening degree (lift) as h1, π4.2×h1=4.41 π, h1=4.41/4.2=1.05 cm=10.5 mm; due to the exhaust is in high-temperature high-pressure state, the exhaust valve caliber has been increased to take the optimization value, it can be simplified to π4.2×h1=4.41 π×85%; h1=0.8925 cm=9 mm; according to the actual working conditions, 8-9 mm exhaust valve lift can also meet exhaust timing optimum conditions.
It can be seen obviously from the above calculated value example that the concentric circle 1+1 valve structure greatly improves and expands the aerodynamic flow cross-sectional area of the intake and exhaust valves; it can fully achieve the purpose of full intake, clean and thorough exhaust, and improving the charging/exchanging efficiency. Taking one typical model L4-1.6 1 five-valve model parameters for comparison:
If the concentric circular intake and exhaust valve train is configured in accordance with the single-cylinder parameters of 81×77.4 and the compression ratio of 10:1, set the central annular valve seat ring cross-section width as 2.7 mm (intake and exhaust valves seal and seated in parallel with the position of the central valve seat ring cross-section with width of 2.7 mm at equal height), set the inner circular exhaust valve diameter as 43 mm, then the exhaust valve aerodynamic flow area ratio is π(2.15)2:16.4 π=0.28181=28.18%. The center distance between inner edge surfaces of intake valves is 24.2 mm, and the center distance between its outer annular surface and the sealing position of the outer valve seat ring is 38 mm; π(3.8)2−π(2.42)2=8.5836 π, the valve/cylinder area coefficient=8.5836/16.4=0.52331=52.33%. The combustion chamber height at this time is 9.17 mm.
Set the valve lift as X2, then {π(7.6)+π(4.84)}X2=8.5836 π×120%=10.3 π; X2=10.3÷12.44=0.8279 cm=8.3 mm.
Comparing the calculation results, the concentric circular intake and exhaust valve
Moreover, the intake and exhaust valves of the invention are opened vertically and parallel to each other without interference. Its maximum lift can be maintained at the bottom of the combustion chamber, i.e., above the piston TDC level, completely providing necessary and sufficient moving clearance between the valve opening and closing and the piston stroke when the machine is in operation to ensure safety and convenience. The more combustible gas mixture enters the cylinder and the more evenly mixed, the higher the thermo-dynamic of combustion, the stronger the power, which makes the engine efficiency significantly improved, and there is a definite structural advantage.
In the above embodiment, the compression ratio of the combustion chamber can be raised according to the parameter of 11.5:1, the combustion chamber V=πXh″×(R2+R×r+r2)/3}=399.61/10.5=38.058 cm3. If the basin-shaped combustion chamber constructed by conical intake valve with the outer annulus higher than the inner diameter is adopted (
Taking into account that the valve mechanism engine of the invention can use (≥11:1) high compression ratio structure unit in naturally aspirated conditions. The cylinder intake area, the degree of admission of the invention has been expended nearly 100%, and the invention is characterized in simple in structure, sufficient intake air and low intake temperature, large air density, and high oxygen content. Self-priming power performance of the engine has been close to the exhaust gas turbocharger model. If properly supplemented with mechanical supercharging intake system, the performance of the whole machine can continue to leap up to enhance and reach completely beyond. In summary, the valve system for concentric circular valve train engine of the invention, major improvements and innovation has been made in terms of combustion chamber contour, valve train shape, arrangement and layout, etc., the single cylinder 1+1 concentric circular intake and exhaust valve form has been formed, which utilizes the surface area of the combustion chamber to the maximum and is transformed into effective aerodynamic flow area of intake and exhaust valve ports. The SOHC driving rocker arm mechanism is used to control sequential opening and closing of the intake and exhaust valves. It greatly simplifies the valve driving mechanism, reduces system operating resistance and power consumption; the operation is convenient and effective, which multiplies the efficiency of whole machine valve condition. And the structure is simple and cost-effective, which is convenient for large-volume complete set manufacturing.
The invention and its embodiments have been described above, but the description is not limited thereto; only one embodiment of the invention is shown in the drawings, and the actual structure is not limited thereto. In general, it is to be understood by those skilled in the art that non-creative design of structural forms and embodiments that are similar to the technical solutions without departing from the spirit of the invention shall all fall within the protective scope of the invention.
| Number | Date | Country | Kind |
|---|---|---|---|
| 2023109332016 | Jul 2023 | CN | national |
