JP2009062996A - New low-cost internal combustion engine excellent in mechanical efficiency, fuel saving property and pollution control property - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a new low-cost internal combustion engine excellent in mechanical efficiency, fuel saving property and pollution control property, having a reformed lubricating mechanism capable of obtaining time allowance for burning a fuel without accompanying knocking and combustion noise especially to facilitate excellent fuel saving property. <P>SOLUTION: The lubricating mechanism consists of at least one first cross head oil groove formed at an interface of a cylindrical bearing surface of a moving contact part on the inner and outer surfaces of internal combustion engine. At least one third axial oil groove intersecting with first or second oil groove is formed on an outer surface of a piston skirt, at least one deep V-shaped groove and one slot groove are formed on an outer surface of a rocker arm and a spark ignition device or a fuel injection device has spring-controlled centrifugal advance fly weights for automatic regulation in accordance with engine speed from idling engine speed to maximum engine speed. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a low-cost new internal combustion engine that is excellent in mechanical efficiency, fuel saving, and pollution control, and in particular, with the introduction of an early ignition / injection system, it improves mechanical efficiency, reduces friction, and is destructive. Has an improved lubrication mechanism that can remove heat, which allows time to burn the fuel without knock or noise due to increased engine octane / cetane number The present invention results in a new internal combustion engine that can improve fuel savings and has pollutants controlled by the exhaust / end product exiting the system.

    This low-cost new internal combustion engine technology (2/4 cycle) is designed to provide users with true performance benefits, including cars including racing cars, locomotives, ships, industry, agriculture, aviation, etc. It can be widely applied to new and old in-use internal combustion engines of all piston types.

  To date, developments in internal combustion engines have been based on expensive materials and high-cost technologies such as engine management systems, and have been well-performed with expensive oil-based fuels and fuel savings. In order to improve the performance and reduce the exhaust from the exhaust pipe, a lubricating oil with a formula additive package is used.

  Today's mainstream is to improve fuel efficiency by adding additive packages, i.e. reducing friction, exhaust, deposits, knock, vapor lock, corrosion, valve recession, improving spark ignition characteristics and environmental Every effort has been put into the composition of fuels and lubricating oils in order to achieve a clean and economically attractive internal combustion engine. However, the addition of additives causes misunderstandings about fuels and lubricating oils and deteriorates the internal combustion engine. Fuel savings, safety, performance, and emissions are shaped to change from engine to similar engines.

  Actually, in an internal combustion engine, a part of the inner surface of a cylindrical bearing is lubricated by providing an annular oil groove in the center of the bearing or using an oil pocket. With inadequate lubrication, wear occurs from the very first day. Since the formation of the oil film depends on the amount of pressure oil entering the clearance space from the pressure source or splash system, the friction is caused by the friction speed immediately after starting. Tribology includes the relationship between friction, lubrication and wear. Friction between contact parts that rotate, vibrate, slide, reciprocate, and intermittently reciprocate can be significantly reduced by the presence of a lubricating film between the contact surfaces. The lubrication function must be properly distributed between the two contact surfaces and should reduce mechanical and fluid friction.

  Interface between crankshaft main journal and main insert bearing, interface between crankshaft large end journal and connecting rod large end insert bearing, between connecting rod small end and piston pin Interface, interface between piston boss and piston pin, interface between piston and ring and cylinder liner, cam follower, interface between rocker arm pivot and rocker arm shaft, rocker arm pad and valve stem The interfacial interface, the push rod joint, the interface between the tappet and the tappet hole, etc. are exposed to a high load at a moderate relative speed, and are formed to act in a hydrodynamic, temporary, interfacial lubrication form. The hydrodynamic form is effective only with respect to the rotational inertial force of the component. However, the varying inertial force of the reciprocating part and the enormous gas pressure acting on the piston crown, piston pin and small end cause engine bearing load fluctuations, resulting in hydrodynamic lubrication Adversely affect. Also, during the stop and operation, and at the moment of starting the engine from the stop, or just before attempting to stop, the hydrodynamic lubrication form is changed from the temporary lubrication form as the rotational speed decreases. It changes to an interfacial lubrication form, causing high frictional forces at the interface, causing frictional speed and wear. The interface between the small end of the connecting rod and the piston pin, and the interface between the piston pin and the piston boss does not ensure a continuous rotational motion, and the lack of hydrodynamic lubrication is important And is the only acceptable lubrication due to upper and lower inversion.

  Therefore, the object of the present invention is that the configuration is novel, all inconveniences and disadvantages related to the internal combustion engine can be prevented in advance, the configuration is simple, the acquisition cost is low, and the real performance is improved for the user. Can be widely applied to automobiles including racing cars, locomotives, ships, industry, agriculture, aviation, all other piston-type reciprocating new or old in-use internal combustion engines A novel low-cost internal combustion engine that is excellent in mechanical efficiency, fuel saving, and pollution control.

  Another object of the present invention is to provide a new low cost internal combustion engine that can save significant fuel and control pollutants / cleaner combustion end products / exhaust.

A further object of the present invention is to maintain a high hydrostatic and moderate hydrodynamic lubrication configuration for proper lubrication, good stability, sufficient cooling, and formation of high strength films that resist fatigue stress. Has a lubrication system with a new fully interconnected oil groove, avoids the intended wear and reduces friction, thereby improving fuel efficiency, safety and performance, and exhaust emissions It is to provide a novel internal combustion engine at a low cost that can reduce the above.

  Another object of the present invention is to have a closed continuous lubricating oil groove in the pressurizing region at the cylindrical interface of the contact part, an oil groove having an open end in the oil scattering region, and load support. A low-cost new internal combustion engine capable of obtaining a high-strength film without affecting performance and reducing friction is provided.

  Still another object of the present invention is to have various types of oil grooves, i.e. helical, spiral, circular, curved, straight oil grooves, the shape of the oil grooves being relative movements and loads. The present invention provides a low-cost and novel internal combustion engine that is cross-cut, parallel, continuous, or a combination thereof.

  Yet another object of the present invention is to reduce the physical and chemical lag by incorporating the aforementioned lubrication pattern, which allows the engine to burn formula fuel without knocking or combustion noise. Another object of the present invention is to provide a low-cost new internal combustion engine capable of increasing the mechanical octane / cetane number.

  Another object of the present invention is to provide a low-cost and new internal combustion engine that can facilitate the use of low-octane / cetane fuels that reduce the need for additives and that can use low-cost fuels.

  Still another object of the present invention is to provide a low-cost and new internal combustion engine that can easily use a low-grade lubricating oil that does not contain a specific additive and can reduce the cost.

In consideration of the above-mentioned purpose, this is a new low-cost internal combustion engine that excels in mechanical efficiency, fuel saving and pollution control, and has a rotational operation for converting the sliding operation of the piston by the pressure of the combustion system. A main insert bearing for supporting a crankshaft, wherein the crankshaft is connected to the piston via a connecting rod in the presence or absence of a crosshead and a piston pin, and the large end of the connecting rod is It can be rotated by being attached to the crankshaft by an insert bearing at the connecting rod large end, and the small end of the connecting rod is connected to the piston pin through the bush at the small end of the connecting rod or directly. The piston pin is directly connected to the piston pin boss of the piston. The piston can be reciprocated with a piston skirt for guiding inside the cylinder bore, and the camshaft can operate the intake and exhaust valves / injectors that control the combustion system the driven by the crankshaft, the camshaft, the rotation of the cam shaft, tappet tappet downhole, the cam follower in the cam follower hole, the fuel injection roller tappet downhole of the fuel injection pump roller tappet sliding of A rocker arm that is supported by a cam bush or cam journal housing in the cylinder head for conversion into dynamic motion and mounted on the rocker shaft via the rocker arm bush or directly to transmit intermittent reciprocating motion The one side of the rocker arm has the tape The other side of the rocker arm is engaged with a valve stem to actuate the valve or injector and comprises a lubricant used to lubricate the interface of the contact parts An internal combustion engine in which combustion noise and combustion end products are removed from the combustion system as exhaust material,
Has a high hydrostatic and controlled hydrodynamic oil film formation mechanism to establish a continuous and stable flow of oil to reduce mechanical and fluid friction and maintain lubrication reference temperature In an internal combustion engine having a lubrication system with well-connected oil grooves,
The lubrication system is:
(A) Main insert bearing, connecting rod large end insert bearing, cross head bearing, connecting rod small end bush, connecting rod small end, piston pin boss, cam bush, cam follower hole, fuel injection pump roller Tappet hole, rocker arm bush, and inner surface of rocker arm;
The piston skirt, camshaft main journal, rocker arm shaft, tappet, cam follower, and fuel injection pump roller adopted as a reservoir are formed over the entire circumference of the interface of the cylindrical bearing surface in contact with the outer surface of the tappet. It consists of two grooves that intersect to form a cross-cut , receives and distributes the oil from the supply source , and maintains the proper oil supply to cool the interface and reduce interface contact. At least one first cross-cut oil groove in which the cut portion is positioned in the maximum stress region;
(B) Main insert bearing, connecting rod large end insert bearing, cross head bearing, connecting rod small end bush, connecting rod small end, piston pin boss, cam bush, cam follower hole, fuel injection pump roller Tappet hole, rocker arm bush, inner surface of rocker arm,
Piston skirt, camshaft main journal, rocker arm shaft, tappet, cam follower, formed on the entire circumference of the interface of the cylindrical bearing surface in contact with the outer surface of the fuel injection pump roller tappet adopted as a reservoir, At least one second annular oil groove that passes through the cross cut portion of the first cross cut oil groove, receives oil, and distributes the oil to the first cross cut oil groove that maintains an appropriate oil supply. When,
(C) Thrust which intersects with the first or second oil groove and / or communicates with an oil escape groove or hole formed on the outer surface of the piston skirt and ensures proper sliding operation and cooling. At least one third axial oil groove that maintains a moderate lubricating oil supply to avoid contact with the cylinder bore due to directional force;
(D) at least one groove formed on the top surface of the rocker arm and for sending an increased flow of oil through the escape holes toward both ends to promote cooling and avoid heat accumulation; After cooling, at least one deep V-shaped groove that lubricates the interface of the tappet, tappet bore, tappet cam rope and sends an increased flow of oil towards the ends in the longitudinal direction;
(E) at least one groove formed on the side of the rocker arm that sends an increased flow of oil through the escape hole towards the end to promote cooling and avoid heat buildup After cooling, the oil is discharged into the tappet groove to lubricate the interface between the tappet, tappet bore, and tappet cam rope, and finally into the oil pool. It is the feature.

  In an internal combustion engine, main friction is generated in a moving portion of a cylindrical interface exposed to rotation, vibration, sliding, reciprocating motion, relative motion intermittently reciprocating, changes in sliding speed, and fluctuating loads.

  At the cylindrical interface of the contact part, if a closed continuous lubricating oil groove is provided in the pressurizing region and an oil groove having an open end is provided in the oil scattering region, the load supporting performance is not affected. A high-strength film can be obtained and friction can be reduced.

  The oil groove types are helical, spiral, circular, curved, and linear, and the oil groove is cross-cut, parallel, continuous, or a combination of these depending on the relative motion and load. Is made. The location, selection, formation, and advantages of the oil groove formed at the interface of the contact surface of the moving part will be described in detail with reference to the drawings.

  The direct advantages of introducing such a lubrication pattern of the present invention are that it can reduce friction, improve the relative movement of the contact parts, improve the cooling of the contact parts, and reduce the reference temperature of the lubricant. It is a point that can be maintained.

  Therefore, the mechanical efficiency is improved and the performance is improved, and each component can be appropriately operated as intended by improving the relative operation without any obstacle. By improving the physical operation of the engine components, the physical delay is reduced.

  Properly improve the operation of the intake and exhaust valves and the seat on the valve seat, as well as the controlled combustion with respect to the fully sealed interface obtained by improving piston operation and piston contact with the cylinder bore. When applied, chemical activity is also improved.

  Because of the reduction in physical and chemical delays, the performance of engines that burn normal formula fuel without knocking or combustion noise can be achieved by incorporating this lubrication pattern into the mechanical octane / Increase cetane number.

  Therefore, the original formula fuel becomes a premium fuel, facilitating engine design with high / low compression ratio, and good performance even with restrictions imposed by the nature of the application, operating temperature and stricter exhaust standards. Can be obtained. Alternatively, early ignition / injection timing can be introduced to burn the fuel for a sufficient amount of time to draw more power at the output shaft, leaving a combustion product with less pollutants.

That is, this is the low-cost and novel engine design technology according to the present invention. If this new engine technology is implemented at any time on a new engine in use, this new engine will also be used against an old engine in use under a massive overhaul that will give users real performance benefits. It is economical if the technology is implemented.

  Chemicals added to the fuel as an additive can increase costs while misleading the fuel to produce toxic exhaust. The introduction of such a new engine design technology facilitates the use of low octane / cetane number fuel without the use of specific additives, reducing the need for additives. Accordingly, it is a further object of the present invention to disclose a low cost fuel design technique based on improvements made to an internal combustion engine with respect to the previous objective.

  By incorporating this inexpensive and new engine design technology that facilitates the use of lower-grade lubricants without the use of specific additives, the operating temperature of the lubricant is narrowed, thereby preventing misunderstandings about the lubricant. , Will be able to indirectly contribute to the reduction of harmful exhaust emissions. Accordingly, it is a further object of the present invention to disclose a low cost lubricating oil design technique based on improvements made to an internal combustion engine with respect to the previous objective.

  In other words, if the internal combustion engine is improved with respect to the previous objective, the pollution control method becomes apparent as an excess air coefficient, and the ignition / ignition / ignition is increased statically early without knock or combustion noise in the combustion system. Injection reduces CO, UBHC, NOx, and particulates in the exhaust. This is yet another object of the present invention.

  For a further understanding of the features of the present invention and to illustrate how the present invention may be implemented, reference will now be made to the accompanying drawings.

[Description of Preferred Embodiment]
Since most of the components of the internal combustion engine are in common with the components of the conventional internal combustion engine, the components common to both the present invention and the prior art need not be described further.

  Before describing specific embodiments of the present invention, a lubricating oil groove formed on a cylindrical bearing surface of an internal combustion engine, an inner surface and an outer surface of a contact component to reduce friction, and other described after each embodiment. It is desirable to clarify profits.

  The first oil grooves that are formed are two similar cross-cut grooves. One of these two grooves is on the right side and the other is on the left side, intersecting each other to form a crosscut. A cross cut groove is a closed groove that maintains hydraulic pressure when continuously in the bearing surface. When the cross cut groove extends outward so as to open on the side surface of the bearing surface, the cross cut groove is a groove having an open end, and receives and supplies oil through the open end.

  The second oil groove is an annular groove formed at the center of the bearing surface of the cylinder. In this case, the second oil groove is provided so as to communicate with the oil hole and passes through the cross cut of the first oil groove.

  The third oil groove is an axial groove formed on the sliding surface of the cylinder.

  A preferred embodiment is described using two cross-cut spiral grooves such as the first oil groove. 1 and 2, the first lubricating oil groove 20 is formed on the inner surface 21 of the upper body 22 and the lower body 23 of the main insert bearing body. In this case, when the first lubricating oil groove 20 is inserted into the main journal of the crankshaft, a closed continuous first having a crosscut 24 at the center of each barrel occupying the upper part and the lower part. An oil groove is formed. The first oil groove does not penetrate the positioning lug 25 so that there is no break.

  A second oil groove 26 that passes through the oil hole 27 is formed on the inner surfaces of both body parts, even if not provided in the prior art. The second oil groove 26 receives oil from the supply oil hole 27 and distributes the oil to the first oil groove 20. Both the first and second closed oil grooves 20, 26 receive and distribute pressurized oil over the entire cylindrical interface of the bearing.

Sufficient lubrication over the entire bearing length with high oil film strength and proper cooling to the interface between the main insert bearing and the main journal of the crankshaft attaches these oil grooves to adjust the hydrodynamic lubrication configuration Can be obtained. The hydrodynamic lubrication configuration eliminates viscous friction as a result of the cross cut arrangement of the first oil groove and the convergence or branching of the first oil groove, but reduces the fluid static to reduce mechanical friction. Formed to produce mechanical lubricity . The cross cut portion 24 where the first oil groove and the second oil groove intersect has a bearing region length that can resist the fatigue load caused by the gas pressure and inertia force acting on the crown of the engine piston 40. Have. Therefore, the frictional contact area is reduced without affecting the load bearing force of the bearing, the mechanical efficiency is improved, and the rotational speed of the crankshaft rotating on the main insert bearing is increased. Further, the reduction of the torsional stress of the crankshaft, which contributes to the improvement of the operating performance and the formation of a protective film between the crankshaft and the bearing, reduces foaming which prevents the corrosion of the bearing. Appropriate oiliness and wiping properties are obtained. Slight heat generation for proper lubrication and cooling to maintain the lubricant criterion temperature prevents wear and extends the life of the main insert bearing and crankshaft (not shown).

  FIG. 3 shows an embodiment of a big end insert bearing body 31 having two similar body parts and first and second oil grooves 32, 33. The first and second oil grooves 32, 33 are formed in the inner surface of the big end insert bearing, and all the oil grooves extend over both cylinders over the crankshaft big end journal of the crankshaft previously described in the main insert bearing. In order to maintain the hydraulic pressure when the part is inserted, it has a closed path. The second oil groove 33 receives oil from the oil hole of the big end journal and distributes the oil to the first oil groove 32.

  The intersecting portion 34 of the first oil groove 32 is disposed at the upper and lower portions of the bearing body when inserted into the piston, and the contact stress at the end of the piston stroke at these portions 34 due to the reciprocation of the piston. Reduces fluctuations in impact load. Without this intersection 34, the fluctuation will increase. The other advantages described with respect to the main insert bearing also apply to this big end reciprocating bearing. As a result, fatigue stress can be prevented, life can be extended, and proper operation can be ensured.

  As shown in FIGS. 4 and 5, the small end 35 of the connecting rod having the bushing 36 of the present invention has a closed continuous first oil groove 37 to maintain pressure. . In this case, in order to facilitate the circulation of the oil from the upper supply oil hole 39, the intersections 38 are provided in the upper part and the lower part. One second oil groove 40 is formed so as to communicate with the two intersecting portions 38.

  When the small end portion of the connecting rod does not have a bush, similar first and second oil grooves are formed on the inner surface of the small end portion as described in FIGS. 4 and 5.

  The amount of oil supplied to the interface between the connecting rod small end and the piston pin is increased by the two oil grooves 35 and 40. On the other hand, the contact stress and the shear stress are reduced by arranging the intersection 38 in the end region of the stroke having a large variable impact load. This interface is subject to more fatigue loads than the interface between the crankshaft big end journal and the big end insert bearing, and therefore provides advantages very similar to those previously described. Also, the vibration at this interface is improved.

  FIG. 6 shows an embodiment of the pin boss 41 of the piston 40. In this embodiment, the interface between each pin boss of the piston and the piston pin (not shown) has a first oil groove 42 having an open end. The first oil groove 42 has crosscuts 43, and these crosscuts are formed so as to be arranged at the upper part and the lower part where the fluctuation of the impact load is large. The second oil groove 45 passes through the cross cut 43 of the first oil groove 42.

  Due to the open end 44 of the oil groove 42, sufficiently high lubrication can be obtained at the interface between the piston pin boss and the piston pin. Although the frictional contact area between the interfaces is reduced, the relative vibration is increased and the mechanical efficiency is improved. The high lubricity obtained by placing the first oil groove crosscut in the high contact stress area reduces variable loads that cause high contact stress on the top and bottom of the pin boss 41 of the piston, resulting in wear and impact wear. Is prevented and life is extended at all operating speeds and variable loads.

  In the embodiment shown in FIG. 7, intersecting parallel second and third oil grooves 50 and 51 are formed on the outer contact surface of the piston skirt 52. Each of the third oil grooves 51 extends from an oil escape hole 53 formed on the piston skirt 52 and opens downward toward the bottom 54 of the piston skirt, even if not provided in the prior art. On the other hand, the second oil groove 50 is open on the outer surface of the piston skirt 52 to form a continuous groove that is spaced apart from the third oil groove 51 at substantially equal intervals. Crosses 51 at a right angle.

  The scattered oil reaching the lower side of the piston flows to the outside through the oil escape hole 53 provided in the upper part of the piston skirt, and is received by the second and third oil grooves 50 and 51 formed in the piston skirt. Distributed. Thereby, between the piston 40 and the cylinder hole 56, sufficient lubrication having an appropriate film pressure of the required strength is formed, and the piston ring can be appropriately slid and properly oriented, With proper wiping of the piston ring, a seal can be formed between the piston ring (not shown) and the cylinder bore 56 to prevent corrosion weight loss and oil penetration into the combustion chamber. Thereby, the oxidation of the oil is prevented, the appropriate viscosity is maintained, and the corrosion caused by the corrosive gas formed by the combustion of sulfur existing in the fuel can be prevented by the lubricating oil. With proper wiping, cylinder bores, pistons, piston skirts, rings and ring grooves are clean and prevent sludge formation. Sufficient oiliness is present to prevent rusting of parts and formation of hard carbon.

  FIG. 8 shows the cam bush 60 of the present invention. In order to maintain the hydraulic pressure as described above, the closed first and second oil grooves 62 and 53 are formed on the inner contact surface of the cam bush 60.

  Smooth lubrication is obtained at the interface between the cam bush 60 and the camshaft journal 71. The second oil groove 63 receives oil from the oil supply hole 72 of the camshaft and acts as a reservoir that distributes the oil to the first oil groove 62. Cross cut portions 64 are disposed on the upper and lower portions where the stress due to the intermittent load is large. The rotational speed of the camshaft 70 that rotates in the cam bush 60 increases, contributing to providing the tappet 80 with a quick operation. Also, wear is reduced and the life of the contact parts is improved. The other advantages mentioned with respect to the crankshaft main insert bearing are also obtained.

  FIG. 9 shows another embodiment having first and second oil grooves 73 and 74. The oil grooves 73 and 74 have the same advantages as described above, and can be alternately formed on the outer surface 71 of the cam shaft 70 without the cam bush 60.

  In the embodiment shown in FIG. 10, three parallel second oil grooves 82 are formed on the outer surface of the tappet 80 so as to be spaced apart from each other at substantially equal intervals. The lowermost second oil groove passes through the oil drain hole 83. Further, as shown in the figure, a first oil groove 84 having one end opened is formed.

  Sufficient spilled lubricating oil collected on the inside 85 of the tappet is supplied to the lower second oil groove through the oil relief hole 83 and both open ends 86 below the first oil groove 84 receiving the oil. To be supplied. On the other hand, the upper open end 87 directly receives drain oil. Accordingly, sufficient oil for forming a high-strength film is supplied between the tappet 80 and the tappet guide 88, the friction contact area is reduced, the sliding is improved, and the proper positioning between the sliding members is achieved. can get. This prevents the formation of excessive pressure, reduces wear and heat generation at the contact, and eliminates mechanical efficiency loss. The physical presence of the oil film prevents adhesion between the sliding interfaces.

  FIG. 11 shows an embodiment of the outer surface 91 of the cam follower 90 having both open ends 95, 96 of the first oil groove 92 and a second oil groove 93 passing through the cross-cut portion 94. The upper open end 95 receives drain oil directly from a cylinder head (not shown) and distributes the oil to the first and second oil grooves 92 and 93 over the entire sliding interface. Oil is discharged into the crankcase through the lower open end 96. Sufficient oil circulation for proper cooling can be easily achieved, a high strength film can be formed, and the other benefits described above for tappet 80 can be obtained.

  FIG. 12 shows another embodiment in which a first oil groove 102 and a second oil groove 103 are formed on the inner surface 101 of the hole 100 of the cam follower as shown. According to this, in the tappet 80, the same profit as described above can be obtained.

  FIG. 13 shows another embodiment in which the opening ends 110 and 111 of the first oil groove 106 and one second oil groove 107 passing through the cross cut portion 109 are formed on the outer surface 116 of the fuel injection pump roller tappet 105. An example is shown. The upper open end 111 receives the drain oil directly and distributes the oil to the first and second oil grooves 106 and 107 over the entire sliding interface. Oil is discharged to the pump gallery through the lower open end 110. Sufficient oil circulation for proper cooling can be easily achieved, a high strength film can be formed, and the other benefits described above for tappet 80 can be obtained.

  FIG. 14 shows another embodiment in which a first oil groove 114 and a second oil groove 113 are formed on the inner surface 115 of the hole 112 of the fuel injection pump roller tappet as shown. According to this, in the tappet 80, the same profit as described above can be obtained.

  FIG. 15 shows a rocker shaft bush 120 of the present invention. In this case, the inner contact surface 121 has an oil groove similar to that described with reference to FIG. Further, even if not provided in the prior art, an oil escape groove 122 communicating with the second oil groove 123 is formed, and oil is sent forward toward the deep V-shaped groove 124 of the rocker arm. Can be done. As shown in FIGS. 15 and 16, the V-shaped groove 124 is formed on the upper surface of the rocker arm 130, and extends in both longitudinal directions of the rocker arm through the oil escape groove 122. A sharp convex rocker arm towards the valve stem pad is provided to reduce contact friction due to impact loads.

  FIG. 17 shows the rocker arm shaft 135 of the present invention used in combination only with the rocker arm without bushing shown in FIG. On the contact surface 136 on the outer side of the rocker arm shaft 135, a first oil groove 138 and a second oil groove 139 are formed so as to communicate with the oil supply hole 137. As shown in FIG. 18, a horizontal groove 142 and a vertical groove 141 are formed on the side surface and the upper surface of the rocker arm.

  In 16 of the present invention, first and second oil grooves 143 and 144 are formed on the inner surface 145 of the rocker arm 140 in the same manner as described above with reference to FIG.

  15 to 18, the oil supply to the oil relief hole 122 communicating with the oil supply hole 146 of the rocker arm shaft can be increased through the oil groove that provides appropriate cooling, and the pivot region can be increased. Heat generation can be prevented. This minimizes friction at the fulcrum. In addition, the fulcrum friction contact area is reduced, and the fatigue intermittent load caused by the side trust on the contour surface of the valve stem is determined by positioning the cross cut portion of the first oil groove on the top and bottom of the inner or outer surface to be contacted. Can solve the above problems, provide adequate lubrication for film formation that resists fatigue stress, avoids fatigue friction, prevents scoring, and extends the life of these contact parts. it can.

  The generation of heat at both the end of the rocker arm towards the valve stem pad and the end of the rocker arm towards the end of the push rod (not shown), where the rocker shaft engages the push rod and valve stem, The oil flowing into these areas through the rocker arm grooves increases and decreases.

  The attached oil groove provides adjusted escape oil lubrication to all contact parts of the camshaft group and improves relative movement between the contact parts. This provides good operation of the intake and exhaust valves (not shown) and prevents all types of vibrations that occur in both valves.

  By increasing the oil flow and improving the relative movement of all contact parts of the camshaft group, good opening and closing of the intake and exhaust valves is obtained, thereby preventing heat generation and all operating states With good lubrication properties to maintain sufficient lubrication and cooling, the frictional contact area is reduced.

  Also, if the valve stem profile area is sufficiently lubricated as described above, it can contribute to proper orientation of the valve, sufficient cooling and guidance, improve sliding relative movement, and in all operating conditions. Accurate valve timing can be maintained, and a good seal can be maintained with the valve seat.

  Increasing the amount of escape oil improves the splash circulation system in the crankcase (not shown), which allows the cylinder, piston skirt, and piston pin bosses to effectively lubricate these contact surfaces as described above. The lubricating oil can be satisfactorily received through the one-end opening type oil groove that receives and distributes the lubricating oil.

  As described above, if an oil groove is provided at the interface of the inner surface of a cylindrical bearing or bush or the outer surface of a contact part of an internal combustion engine, the frictional contact area is reduced, thereby rotating, vibrating, reciprocating, sliding, and intermittently. Thus, the friction at the interface of the reciprocating moving parts is reduced, and the relative motion is improved. Therefore, the mechanical efficiency and the engine characteristics are improved and the above-mentioned other disadvantages can be solved.

  Appropriate lubrication with high film strength is facilitated by the pressure oil in the closed first and second oil grooves which are continuous over substantially the entire contact length of the bearing, bush or shaft.

  Sufficient lubrication with adequate film strength throughout the contact length of the bearing, bushing or shaft is achieved through splashing oil received at the open ends of the first and third oil grooves. The second groove provided at each of the interface of the cylindrical bearing, bush or shaft receives oil as needed and supplies it to the first oil groove. At the same time, the cross cut action of the first oil groove and all these Acts as an oil reservoir that distributes to form a hydrodynamic form that does not create viscous friction by the upper and lower crosscuts where the grooves meet, resists fatigue stresses caused by the combustion system, and prevents heat generation and metal wear at the interface To do. As a result, the oil film strength is maintained, the life of the operating parts of the engine is extended, and proper cooling, internal cleaning, and wiping without foaming are obtained.

  The direct benefits derived from the main objectives are an improvement in the overall mechanical efficiency of the engine and an improvement in the relative movement between the piston and the crankshaft and between the piston and the valve. Thus, these improvements improve engine characteristics, reduce physical delay, and each engine component performs its scheduled operation in a defined time.

  The loss of available energy, such as friction due to inadequate physical motion, is reduced by sufficient lubrication introduced at the interface of all contact parts of the internal combustion engine, so that the maximum available energy is shaft The main object of the present invention can be achieved.

  By improving the contact parts of the components of the internal combustion engine based on the main purpose, mechanical friction and fluid friction can be reduced, thereby reducing the temperature difference between the system and the surroundings.

  Once the physical operation of the engine is corrected, the fuel chemistry needs to be corrected to form the basis for other purposes of the present invention.

  Proper orientation of the piston ring can provide a good seal condition in the cylinder bore and give the valve seat a good seal condition by proper operation of the valve without jumping, jerking, or sudden movement Can do. Thus, proper compression and combustion can be performed to improve the performance obtained by burning air and fuel in the combustion chamber, reducing exhaust gas contamination and chemical lag.

  In a spark ignition engine, the chemical delay is controlled by the engine design, while the mechanical octane defines the engine design. Therefore, if mechanical octane is improved and normal formula spark ignition engine fuels can behave in the same way as premium premium (high octane) spark ignition engine fuels that allow high compression ratios, the same With a design using ordinary formula fuel, you can get more power while saving fuel without causing pollution.

  In compression ignition engines, the physical delay is controlled by the engine design, while mechanical cetane depends on the engine design. Therefore, if the mechanical cetane is improved and the normal formula compression ignition engine fuel can behave similarly to a premium premium compression ignition engine fuel that allows a low compression ratio, then the same normal The design with formula fuel allows you to get more power while saving fuel without causing pollution.

  The introduction of the previous ignition / injection timing system provides time to burn the fuel without the knock or noise caused by the increased engine octane / cetane number. Thus, fuel can be saved significantly and contamination from the combustion end products resulting from the system is reduced.

  FIG. 19 shows an embodiment of the centrifugal fly weight 170 of the spark ignition distributor. The centrifugal flyweight 170 is engaged with a spring 171 of another embodiment that is light in weight and assembled with low rigidity. In this case, the angle of the spark ignition advance with respect to the engine speed characteristic is as shown in the graph of FIG. According to the state.

  FIG. 21 shows an embodiment of the centrifugal fly weight 175 of the fuel injection timer. The centrifugal fly weight 175 is engaged with a spring 176 of another embodiment which is light in weight and assembled with low rigidity. In this case, the angle of the injection advance with respect to the engine speed characteristic is the state of the graph shown in FIG. It follows.

  20 and 22 show a graph of spark / injection advance angle characteristics for the spark ignition distributor 178 / fuel injection timer 179. FIG.

  The spring controlled centrifugal fly weights 170, 175 begin to function at the idling engine speed indicated by point A, and the spark ignition advance angle as the engine speed increases between the idling engine speed and the maximum engine speed. B / Increase / decrease the advance angle C of the injection.

  These centrifugal flyweights 170, 175 adjust the ignition / injection advance over the entire speed range from idling engine speed to maximum engine speed in order to extract maximum power from fuel chemistry. Further, the centrifugal fly weights 170 and 175 can control the deceleration exhaust. Therefore, other objects of the present invention can be achieved.

  Because more time is available for pretreatment of the reaction mixture during the compression stroke, more combustion is obtained at a constant volume than combustion at a constant pressure, thereby reducing heat loss and improving temperature efficiency. If the two objectives described above are performed, an equivalent ratio slightly lower than the theoretical value can be adopted over the entire operating range, which can provide a mechanism that can greatly save fuel and can contribute to exhaust control. . Thus, a basis for modeling a new engine that can satisfy both the thermodynamic and mechanical property requirements of an internal combustion engine can be formed.

  By implementing the present invention, it is possible to easily manufacture the components according to the preferred embodiment of the internal combustion engine without significantly changing the manufacturing process and equipment that can be used for manufacturing, and because the material is reduced, Cost can be saved.

  Therefore, this is a low-cost and new engine design technology for engine modeling and fulfills another object of the present invention. If this technology is always applied to a new engine in use for better safety, characteristics, fuel savings and reduced emissions that give users a real performance benefit, it will also be subject to massive overhaul. It is economical to implement this technique on an old engine in use at

  This low cost engine technology is suitable for both spark ignition and compression ignition, as well as 2-cycle and 4-cycle internal combustion engines. In addition, this low-cost engine technology can be widely applied in automobiles, including locomotives, locomotives, ships, industry, agriculture, aviation, different duty cycles (large, medium, small) and various types Suitable for fuel.

  Proper engine modeling with respect to thermodynamic and mechanical properties using available fuel energy to save energy by preventing energy loss such as friction that causes heat and exhaust losses Appropriate fuels and lubricants must be used to reduce operating costs.

  If the engine of the present invention is modeled to prevent friction during operation of the internal combustion engine, an early static / ignited ignition / injection advance without knock or combustion noise can be employed, resulting in low octane / cetane. Can be used. Therefore, when the novel engine design technique of the present invention is implemented, a new low-cost fuel design technique construction method that is a further object of the present invention can be applied.

  Other advantages obtained by the present invention include excellent engine cleanliness, excellent lubricity, increased power, reduced fuel consumption, and reduced friction. As a result, the need for fuel additives is reduced, fuel costs can be reduced, and erroneous fuel and exhaust control can be avoided.

  Rotating, reciprocating, sliding, vibrating, intermittently reciprocating contact areas where the relative speed increases when improvements are made to the lubrication pattern for the purpose mentioned above. The load at these interfaces is reduced, and rotational contact wear, sliding wear, wear and impact wear can be prevented, and stress and heat generation at these interfaces through which the lubricating oil circulates are reduced. As a result, due to the cycle-by-cycle operation of the transferred heat, not the heat formed at the interface, the operating temperature of the lubricant reflects only the temperature caused by the heating or cooling of the circulation path optimized by itself. Therefore, the operating temperature of the lubricating oil is much lower than the set temperature and has little effect on the viscosity of the oil.

  Since the operating temperature range of the lubricating oil is narrow to the lower limit, low-cost lubricating oil with high viscosity may be used. Therefore, a low-cost design method for lubricating oil technology is provided, which fulfills the object of the present invention.

  In order to properly operate and orient the piston ring, and to obtain a proper seal between the piston ring and the cylinder hole, sufficient lubrication with the appropriate film thickness of the required strength is provided between the piston and the cylinder hole. To be applied. Accordingly, corrosion weight loss can be prevented, and oil can be prevented from entering the combustion chamber by proper wiping of the piston ring. This avoids oxidation of the oil and maintains proper viscosity, and the lubricant can prevent corrosion caused by the corrosive gas formed by burning the sulfur present in the fuel. , Deposition in the combustion chamber can be avoided. With proper wiping, the cylinder bore, piston, piston skirt, ring, ring groove are cleaned and sludge formation can be avoided. The presence of sufficient oiliness prevents parts from rusting and forming hard carbon, thus reducing the need for lubricating oil additives.

  CO emissions are reduced by a relatively low equivalence ratio, and static ignition / injection at an early stage reduces UBHC in addition to reducing CO emissions, and further controls from idling engine speed to maximum engine speed. Due to the early ignition / injection, the pressure and temperature of the combustion system is reduced without any knock or combustion noise, thereby reducing NOx emissions. By reducing these three emissions, particulate emissions are also reduced. During deceleration, the exhaust of CO, UBHC, NOx and particulates can be reduced without significant deviations due to the gradual delay of ignition / injection, and the other main object of the present invention can be achieved.

  Reducing mechanical friction and fluid friction by making improvements in the tribological aspects of the internal combustion engine reduces the temperature difference within the combustion system and, as a result, reduces the temperature difference between the combustion system and the environment. By introducing early ignition / injection timing, exhaust losses can be reduced and more operation can be derived from the thermodynamic aspect. Thus, heat loss to the environment is reduced and an effective fuel combustion process that is substantially similar to the reversible process is facilitated. Thus, in solving the mechanical and fluid friction problems that result in heat and exhaust losses, reducing the loss of available fuel energy can lead to more operation on the inventive output shaft of the internal combustion engine. It becomes easy. Further, in a low-cost internal combustion engine of new technology, if necessary, fuel and lubricating oil having an appropriate property with the least amount of additives can be used to promote exhaust control and fuel saving.

  While the preferred embodiment of the present invention has been described by way of example only, as will be appreciated by those skilled in the art, various modifications, additions and substitutions may be made without departing from the scope and spirit of the invention as disclosed in the appended claims. Is possible.

It is a perspective view of the upper trunk part of the main insert bearing of the crankshaft which has an oil groove concerning the present invention. It is a perspective view of the lower trunk | drum of the main insert bearing of the crankshaft which has an oil groove concerning this invention. It is a perspective view of the upper side / lower side trunk | drum of the insert bearing of the connecting rod large end part which has an oil groove | channel which concerns on this invention. It is a side view of the connecting rod small end part provided with the bush which has an oil groove concerning the present invention. It is sectional drawing which follows the DD line | wire of FIG. It is sectional drawing which follows the EE line of a piston. It is a side view of a piston which has an oil groove concerning the present invention, and a sectional view of a cylinder hole. It is a perspective view of the cam bush which has an oil groove concerning the present invention. It is a side view of a camshaft having an oil groove according to the present invention. It is a perspective view of a tappet which has an oil groove concerning the present invention, and a sectional view of a tappet hole. It is a perspective view of a cam follower having an oil groove according to the present invention and a sectional view of a cam follower hole. It is sectional drawing of the cam follower hole which has the oil groove | channel which concerns on this invention. 1 is a perspective view of a fuel injection pump roller tappet having an oil groove according to the present invention and a cross-sectional view of a fuel injection pump roller tappet hole. It is sectional drawing of the fuel injection pump roller tappet which has the oil groove | channel which concerns on this invention. It is a perspective view of the rocker arm provided with the bush which has an oil groove concerning the present invention. It is a top view of the rocker arm which has an oil hole and a groove concerning the present invention. It is a side view of the rocker arm shaft which has an oil groove concerning the present invention. It is a perspective view of a rocker arm having an oil groove, a groove and a slot groove according to the present invention. It is a top view of the spark ignition distributor which shows the centrifugal fly weight of the spring control of this invention. FIG. 20 is a characteristic graph showing the operation of the mechanism shown in FIG. 19. FIG. It is a side view of the fuel injection timer of the spring control of this invention. It is a characteristic graph which shows operation | movement of the mechanism shown by FIG.

Explanation of symbols

DESCRIPTION OF SYMBOLS 20 ... 1st lubricating oil groove 22 ... Upper trunk | drum of main insert bearing trunk | drum 23 ... Lower trunk | drum of main insert bearing trunk | drum 24 ... Cross cut 26 ... 2nd oil groove 32 ... 1st oil groove 31 ... Big end insert bearing cylinder 33 ... Second oil groove 34 ... Intersection 37 ... First oil groove 38 ... Intersection 40 ... Second oil groove 42 ... First oil groove 43 ... Cross cut 45 ... Second Oil groove

Claims (9)

A new low-cost internal combustion engine with excellent mechanical efficiency, fuel saving, and pollution control, and a main insert that supports a crankshaft that rotates to convert the sliding movement of the piston by the pressure of the combustion system The crankshaft is connected to the piston via a connecting rod in the presence or absence of a crosshead and a piston pin, and the connecting rod has a large end connected to the connecting rod large end insert bearing. It can be rotated by being attached to the crankshaft, and the small end portion of the connecting rod is attached to the piston pin via the bush at the small end portion of the connecting rod or directly transmits the vibration operation. The piston pin is directly connected to the piston pin boss of the piston, and the piston is Can be reciprocated with a piston skirt for guiding inside the Shirin'nda hole, camshaft, to operate the intake and exhaust valves / injectors controlling the said combustion system being driven by said crankshaft The camshaft is for converting the rotational movement of the camshaft into the sliding movement of the tappet in the tappet hole, the cam follower in the cam follower hole, and the fuel injection pump roller tappet in the fuel injection roller tappet hole. A rocker arm that is supported by a cam bush or cam journal housing in the cylinder head and is mounted on the rocker shaft via the rocker arm bush or directly to transmit intermittent reciprocating motion, The side is pushed up by the tappet Engaging with the push rod, the other side of the rocker arm engages with the valve stem to actuate the valve or injector and comprises lubricating oil used to lubricate the interface of the contact parts, combustion noise and An internal combustion engine in which the end product of combustion is removed from the combustion system as exhaust,
Has a high hydrostatic and controlled hydrodynamic oil film formation mechanism to establish a continuous and stable flow of oil to reduce mechanical and fluid friction and maintain lubrication reference temperature In an internal combustion engine having a lubrication system with well-connected oil grooves,
The lubrication system is:
(A) Main insert bearing, connecting rod large end insert bearing, connecting rod small end bush, connecting rod small end, piston pin boss, cam bush, cam follower hole, fuel injection pump roller tappet hole, rocker An inner surface of the arm bush and the rocker arm;
Piston skirt, camshaft main journal, rocker arm shaft, tappet, cam follower, and fuel injection pump roller adopted as a reservoir. It consists of two grooves that intersect to form a cross-cut, receives and distributes the oil from the supply source, and maintains the proper oil supply to cool the interface and reduce interface contact. At least one first cross-cut oil groove in which the cut portion is positioned in the maximum stress region;
(B) Main insert bearing, connecting rod large end insert bearing, connecting rod small end bush, connecting rod small end, piston pin boss, cam bush, cam follower hole, fuel injection pump roller tappet hole, rocker The arm bush, the inner surface of the rocker arm,
Piston skirt, camshaft main journal, rocker arm shaft, tappet, cam follower, formed as the entire circumference of the interface of the cylindrical bearing surface of the contact portion with the outer surface of the fuel injection pump roller tappet adopted as a reservoir , At least one second annular oil groove that passes through the cross cut portion of the first cross cut oil groove, receives oil, and distributes the oil to the first cross cut oil groove that maintains an appropriate oil supply. When,
(C) intersect the second annular oil groove, or with the piston to the oil relief groove or hole and communicating are formed on the outer surface of the skirt, to ensure the cooling and proper sliding motion, in the thrust direction force At least one third axial oil groove that maintains a moderate lubricating oil supply to avoid contact with the cylinder bore due to
(D) A deep V-shape formed on the top surface of the rocker arm that sends an increased flow of oil through the escape holes toward both ends of the rocker arm to promote cooling and avoid heat accumulation A groove, after cooling, the oil is discharged into the tappet and tappet bore interface and the tappet groove for lubricating and cooling the interface between the tappet and cam rope, and finally discharged into an oil pool. At least one deep V-shaped groove;
(E) a groove that is formed on the side surface of the rocker arm and that feeds an increased flow of oil through the escape hole toward the lower side of the rocker arm to promote cooling and avoid heat accumulation, After cooling, the oil is discharged into the tappet and tappet bore interface and the tappet groove to lubricate and cool the tappet and cam rope interface, and finally to at least one groove to be discharged into the oil pool. An internal combustion engine characterized by comprising: The first cross-cut oil groove has a helical shape, a spiral shape, a curve shape, or a lead screw shape, and has an appropriate width and depth according to the contact area and the nature of the load. The internal combustion engine according to claim 1. The first cross-cut oil groove forms a closed path in order to maintain the hydraulic pressure of the supply source, or a cylindrical bearing that contacts to receive and supply oil from the supply source The internal combustion engine according to claim 1 or 2, wherein an opening path having groove end openings is formed on both sides of the surface. The contact portion has one or a plurality of second annular oil grooves, and the second annular oil groove communicates with a supply oil hole therein for rotation, reciprocation, and vibration of the contact portion. To form and pass through the cross cut of the first cross cut oil groove through the supply oil hole, or to maintain proper oil catch and oil distribution at the interface and end of the contact portion , The internal combustion engine according to claim 1, wherein the internal combustion engine extends through both upper and lower portions of the sliding contact portion.   The piston skirt has one or more parallel third axial oil grooves, the third oil groove intersects the first or second oil groove, or the first and second The internal combustion engine according to claim 1, wherein the internal combustion engine is formed so as to intersect with a combination of oil grooves and maintain proper sliding while maintaining a uniform distribution of oil. The internal combustion engine according to any one of claims 1 to 5 , wherein the internal combustion engine operates under a two-stroke cycle, or operates under a four-stroke cycle. The internal combustion engine according to any one of claims 1 to 6 , wherein the internal combustion engine operates in either a spark ignition system or a compression ignition system.   The internal combustion engine according to any one of claims 1 to 7, wherein the internal combustion engine is used in a vehicle including a racing car, a ship, an industry, agriculture, and an aviation field.   As a result of the operation of the combustion system with pre-ignition / injection characteristics and excess air coefficient, the exhaust emissions are controlled, thereby providing carbon monoxide (CO), unburned hydrocarbons (UBHC), and nitric oxide (NOx). 2. The internal combustion engine according to claim 1, wherein exhaust of particulate matter (PM) is reduced and contributes to maintenance of the quality standard of the air.

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