Hitherto, hydraulic starting apparatuses have not been employed in vehicles due to the installation problems that arise as a result of the component parts thereof being too large to fit to an internal combustion engine as an integrated auxiliary. The drive mechanism of this hydraulic starting apparatus transmits motive power from the output shaft of a hydraulic motor to a reduction mechanism via a one-way clutch and the drive shaft of a lubricating-oil pump in that order, and drives the crank shaft of an internal combustion engine from the drive shaft using the power transmission mechanism of the lubricating-oil pump. Accordingly, expansion in the shaft direction of the internal combustion engine is eliminated and noise from the drive mechanism is prevented. Furthermore, installation problems are solved by arranging the hydraulic component parts of the hydraulic starting apparatus in a distributed manner in the oil chamber of the internal combustion engine or a location communicating therewith. Using this internal combustion engine, it is possible to provide vehicles equipped with an idle reduction device with a short starting time and single-motor hybrid vehicles capable of stopping the revolution of the internal combustion during travel, and the like, which are the same size as conventional vehicles.
An exhaust valve of a displacement expander (an expander) as a regenerator is equipped with a variable valve mechanism, and the opening timing of the exhaust valve is made the later as the intake pressure of the entire engine is made the lower. In a partial state, the gas is once expanded excessively in an expansion chamber and then compressed again, and the exhaust valve is opened at the timing when the internal pressure in the expansion chamber becomes higher than the atmospheric pressure, thereby reducing the pumping loss of the displacement expander. The displacement engine having the regenerator is so highly efficient at the partial time that a gearbox or the like is not needed for the power transmission from the regenerator to the displacement engine. The displacement expander is integrated with a displacement compressor having the continuously variable valve mechanism in an intake valve, as a supercharger, so that the engine output can be controlled by controlling the supercharging pressure, thereby reducing the pumping loss of the displacement engine by a throttle valve. From the viewpoint of improving the mileage, therefore, the displacement engine is particularly applicable to the engine for movers of high frequencies of the partial state.
F02B 41/00 - Engines characterised by special means for improving conversion of heat or pressure energy into mechanical power
F01B 31/00 - Component parts, details or accessories not provided for in, or of interest apart from, other groups
F02B 33/42 - Engines with pumps other than of reciprocating-piston type with driven apparatus for immediate conversion of combustion gas pressure into pressure of fresh charge, e.g. with cell-type pressure exchangers
3.
VARIABLE DISPLACEMENT COMPRESSOR AND VARIABLE PRESSURE EXPANDER
A reciprocating piston continuous variable displacement compressor (variable pressure expander) capable of easily rotating at a high speed. The variable displacement compressor comprises a cylindrical rotary valve serving as an intake (exhaust) valve in such a manner as to surround compression chambers (expansion chambers). The valve and an intake (exhaust) port comprise respective openings having widths variable in the valve rotating axis direction. The variable displacement compressor further comprises a variable valve mechanism for changing the opening/closing timings of the valve by moving the valve or a port component in the rotating axis direction. The variable displacement compressor is suitably used as a compressor for compressing a refrigerant, a supercharger of a displacement engine, and an exhaust regenerator. In particular, when the variable displacement compressor for use as a supercharger is combined with a mirror cycle engine or an engine with an exhaust regenerator, the size of the variable displacement compressor can be reduced and the fuel consumption can be improved as the supercharging pressure is increased. Therefore, the variable displacement compressor is particularly superior when used as an engine for a mobile body.
F04B 27/10 - Multi-cylinder pumps specially adapted for elastic fluids and characterised by number or arrangement of cylinders having cylinders coaxial with, or parallel or inclined to, main shaft axis having stationary cylinders
4.
SYSTEM FOR VARYING TOTAL VALVE OPENING ANGLE BY VARIABLE LIFT
In an internal combustion engine having a conventional continuously variable valve lift mechanism, a pumping loss is not reduced even if a throttle valve is replaced and the engine separately requires a variable valve timing mechanism for changing the phase of a camshaft to produce an idling state. In a system of the invention for varying the total valve opening angle, a fitting part for stopping gas flow even if a valve is slightly lifted is provided at the opening of a port of a valve having a continuous variable valve lift mechanism. The system can also be used for displacement type pressure engines. A pumping loss is reduced by synergistic effects such as overlap of the valve being eliminated, the amount of a variation in valve timing being increased, and the valve being quickly closed due to existence of the fitting part. Since the continuous variable valve lift mechanism-cum-variable timing mechanism of a subordinate concept can controllably keep valve opening timing at the top dead center by a single control rod, the throttle valve can be easily replaced.
A six-cycle engine functions in such a way that it is cooled from the inside by scavenging and has high compression ratio to achieve high fuel economy; however, the engine has problems of lowering in exhaust catalyst temperature and excessive oxygen. To solve the problem of the temperature lowering, the opening of a scavenging port valve relative to an intake valve is controlled to regulate the amount of scavenging air relative to the amount of intake air, which controls exhaust gas temperature. To solve the problem of the excessive oxygen, the engine uses an EGR system for replacing the entire portion of scavenging air with exhaust circulation gas and also uses a self-EGR system for opening an exhaust valve in a scavenging air introduction stroke.
F02B 75/02 - Engines characterised by their cycles, e.g. six-stroke
F02B 25/00 - Engines characterised by using fresh charge for scavenging cylinders
F02D 13/02 - Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
F02D 21/08 - Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas peculiar to engines having other non-fuel gas added to combustion-air the other gas being the exhaust gas of engine
In case a pressure regenerator is attached to the exhaust port of a displacement type engine to regenerate the energy of an exhaust so as to realize the Atkinson's cycle, an abnormal combustion or a fusion of an exhaust valve occurs in a 4-cycle engine if a regenerative pressure is raised. This problem is solved by using a 6-cycle engine as the displacement type engine. The 6-cycle engine with the regenerator can change the output ratio between the 6-cycle engine and the regenerator so that it can be utilized as either an engine for generating two kinds of outputs by using that principle or a highly controllable 6-cycle gas turbine. This internal combustion engine is excellent and useful in the mileage as a prime mover from a power plant to a small generator or as an engine to be mounted on a mover such as a ship or a car. The internal combustion engine is especially suitable for the mover such as a hybrid car. Incidentally, the 6-cycle engine is ready for license agreements.
A gas turbine has a large efficiency drop against fluctuations in a gas flow rate. As one method for solving this problem, there exists a variable nozzle turbine, which cannot be said to have a high partial efficiency so that it causes a problem of many refractory moving parts. This problem is solved by adding one refractory moving part to a gas turbine, in which the entrance portions of a series of nozzles for injecting gases to moving blades are grouped and arranged together on an arc and are equipped with a single open/close valve commonly at those entrance portions so that the gas turbine has no drop in efficiency against the change inthe inflow gas rate. Moreover, a turbine type compressor having no surge limit is realized by combining the turbine with variable number of nozzles as a regenerator with a compression turbine. These turbines realize a small-sized gas turbine engine having an improved partial mileage or a turbocharger capable of improving the efficiency of a displacement type engine thereby to generate electric power from the exhaust gases. Incidentally, this turbine is ready for license agreements.
patents