TWI495783B - Air engine with rotatable intake-exhaust mechanism - Google Patents

具有轉動式進氣排氣機構的氣動引擎Pneumatic engine with rotary intake and exhaust mechanism

本發明是有關於一種氣動引擎，且特別是有關於一種具有轉動式進氣排氣機構的氣動引擎。This invention relates to a pneumatic engine and, more particularly, to a pneumatic engine having a rotary intake and exhaust mechanism.

傳統內燃機引擎使用凸輪的旋轉來頂抵進氣汽門及排氣汽門以控制進排氣時序。因進氣汽門及排氣汽門具有喇叭狀，加上凸輪機構能產生的動作的關係，汽門需漸開漸閉來完成每個循環。若將內燃機引擎修改成氣動引擎，會因為汽門漸開及漸閉的關係，使得氣動引擎的效率無法被有效提升。Conventional internal combustion engine engines use the rotation of the cam to abut the intake and exhaust valves to control the intake and exhaust timing. Since the intake and exhaust valves have a trumpet shape, and the action of the cam mechanism can be generated, the valve needs to be gradually opened and closed to complete each cycle. If the internal combustion engine is modified into a pneumatic engine, the efficiency of the pneumatic engine cannot be effectively improved due to the relationship of the valve opening and closing.

氣動引擎(或稱氣動馬達)是指在氣壓傳動中將壓縮氣體的壓力能轉換為機械能並產生旋轉運動的氣動執行元件，它是一種將壓縮氣體的壓力能轉換成旋轉的機械能的裝置，作用相當於電動機或液壓馬達。氣動引擎是靠高壓氣體來推動，因此在運作過程中不會產生污染，將氣動引擎裝設在腳踏車、機車、汽車上做為主要動力源，都能取代目前的電動馬達及內燃機引擎。或者，也可將氣動引擎做為機車或汽車的輔助動力源，來降低內燃機引擎所產生的污染量。A pneumatic engine (or pneumatic motor) is a pneumatic actuator that converts the pressure energy of a compressed gas into mechanical energy and produces a rotary motion in a pneumatic transmission. It is a device that converts the pressure energy of a compressed gas into rotational mechanical energy. The function is equivalent to an electric motor or a hydraulic motor. The pneumatic engine is driven by high-pressure gas, so it will not cause pollution during operation. The pneumatic engine is installed on the bicycle, locomotive and automobile as the main power source, which can replace the current electric motor and internal combustion engine. Alternatively, the pneumatic engine can be used as an auxiliary power source for the locomotive or the vehicle to reduce the amount of pollution generated by the internal combustion engine.

由於裝設有氣動引擎的交通工具有廣大的發展潛力，所以若能將氣動引擎的效率進一步提升，對於目前工業的發展而言都是一大助益。Since the vehicle equipped with a pneumatic engine has a great potential for development, if the efficiency of the pneumatic engine can be further improved, it is a great help for the current industrial development.

本發明之一個目的是提供一種具有轉動式進氣排氣機構的氣動引擎，能達成汽門瞬間開啟及關閉的效果， 有效提升氣動引擎的工作效率。An object of the present invention is to provide a pneumatic engine having a rotary intake and exhaust mechanism capable of instantaneously opening and closing a valve. Effectively improve the efficiency of the pneumatic engine.

為達上述目的，本發明提供一種氣動引擎，包括一汽缸、一活塞、一氣體供應源及一進氣排氣機構。活塞可於汽缸中往復移動。氣體供應源提供一壓縮氣體以移動活塞。進氣排氣機構連接至汽缸及氣體供應源並包括一本體及一進氣排氣組件。本體具有一容置空間及與容置空間連通的一進氣通道、一排氣通道、一進氣口及一排氣口，進氣通道與排氣通道連通至容置空間與汽缸。進氣排氣組件可於容置空間轉動，並於轉動過程中控制進氣口與進氣通道的通路與斷路，更於轉動過程中控制排氣口與排氣通道的通路與斷路，以使壓縮氣體經由進氣口與進氣通道進入汽缸中驅動活塞移動後轉變成廢氣，更使汽缸中的廢氣經由排氣通道與排氣口排出。To achieve the above object, the present invention provides a pneumatic engine including a cylinder, a piston, a gas supply source, and an intake and exhaust mechanism. The piston can reciprocate in the cylinder. The gas supply provides a compressed gas to move the piston. The intake and exhaust mechanism is coupled to the cylinder and the gas supply and includes a body and an intake and exhaust assembly. The body has an accommodating space and an intake passage communicating with the accommodating space, an exhaust passage, an intake port and an exhaust port, and the intake passage and the exhaust passage communicate with the accommodating space and the cylinder. The intake and exhaust assembly can rotate in the accommodating space, and control the passage and the open circuit of the intake port and the intake passage during the rotation process, and control the passage and the open circuit of the exhaust port and the exhaust passage during the rotation process, so that The compressed gas is converted into exhaust gas after the driving piston moves into the cylinder through the intake port and the intake passage, and the exhaust gas in the cylinder is discharged through the exhaust passage and the exhaust port.

藉由本發明之氣動引擎，可以藉由控制汽門的瞬間開啟及關閉，使引擎可以達到更充足的進氣與排氣，來達成效率的提升。由於不需使用凸輪，所以不需設置複雜的機構，也沒有凸輪動力傳輸時(特別是於高轉速下)所產生的遲滯現象。由於不是使用燃油來燃燒，所以不會產生污染的廢氣，也不需火星塞或高壓噴嘴來產生點火動作。因此，本發明的氣動引擎，在改善進氣與排氣行程後，具有相當高的應用性及經濟性。With the pneumatic engine of the present invention, by controlling the instantaneous opening and closing of the valve, the engine can achieve more sufficient intake and exhaust to achieve efficiency improvement. Since there is no need to use a cam, there is no need to set up a complicated mechanism, and there is no hysteresis caused by cam power transmission (especially at high rotation speed). Since it is not burned with fuel, it does not produce polluting exhaust gas, nor does it require a spark plug or a high pressure nozzle to generate an ignition action. Therefore, the pneumatic engine of the present invention has a relatively high applicability and economy after improving the intake and exhaust strokes.

為讓本發明之上述內容能更明顯易懂，下文特舉一第一實施例，並配合所附圖式，作詳細說明如下。In order to make the above description of the present invention more comprehensible, a first embodiment will be described hereinafter and will be described in detail below with reference to the accompanying drawings.

A1‧‧‧夾角A1‧‧‧ angle

A2‧‧‧夾角A2‧‧‧ angle

CA‧‧‧壓縮氣體CA‧‧‧Compressed gas

EA‧‧‧廢氣EA‧‧‧Exhaust

EL1、EL2、EL3、EL4‧‧‧延伸線EL1, EL2, EL3, EL4‧‧‧ extension lines

TC1、TC2、TC3、TC4‧‧‧曲線TC1, TC2, TC3, TC4‧‧‧ curves

1‧‧‧氣動引擎1‧‧‧Pneumatic engine

10‧‧‧汽缸10‧‧‧ cylinder

20‧‧‧活塞20‧‧‧Piston

30‧‧‧氣體供應源30‧‧‧ gas supply

40‧‧‧進氣排氣機構40‧‧‧Intake and exhaust mechanism

41‧‧‧本體41‧‧‧Ontology

41A‧‧‧進氣通道41A‧‧‧Intake passage

41B‧‧‧排氣通道41B‧‧‧Exhaust passage

41C‧‧‧進氣口41C‧‧‧air inlet

41D‧‧‧排氣口41D‧‧‧Exhaust port

41S‧‧‧容置空間41S‧‧‧ accommodating space

42‧‧‧進氣排氣組件42‧‧‧Intake and exhaust components

42A‧‧‧轉軸42A‧‧‧ shaft

42AT‧‧‧螺紋42AT‧‧‧ thread

42B‧‧‧進氣轉塊42B‧‧‧Air intake block

42B1‧‧‧進氣流道42B1‧‧‧Intake runner

42C‧‧‧排氣轉塊42C‧‧‧Exhaust block

42C1‧‧‧排氣流道42C1‧‧‧Exhaust runner

42D‧‧‧相位調整機構42D‧‧‧ phase adjustment mechanism

42D1、42D2、42D3、42D4‧‧‧螺帽42D1, 42D2, 42D3, 42D4‧‧‧ nuts

50‧‧‧連桿50‧‧‧ linkage

60‧‧‧曲軸60‧‧‧ crankshaft

70‧‧‧曲軸鏈輪70‧‧‧Crankshaft sprocket

80‧‧‧進氣排氣鏈輪80‧‧‧Intake exhaust sprocket

90‧‧‧鏈條90‧‧‧Chain

91、93‧‧‧外蓋91, 93‧‧‧ Cover

92‧‧‧軸承92‧‧‧ bearing

圖1顯示依據本發明第一實施例之氣動引擎之分解示意圖。1 shows an exploded schematic view of a pneumatic engine in accordance with a first embodiment of the present invention.

圖2顯示依據本發明第一實施例之氣動引擎之組合示意 圖。Figure 2 shows a schematic representation of the combination of a pneumatic engine in accordance with a first embodiment of the present invention. Figure.

圖3顯示依據本發明第一實施例之氣動引擎之俯視示意圖。Figure 3 shows a top plan view of a pneumatic engine in accordance with a first embodiment of the present invention.

圖4A顯示依據本發明第一實施例之進氣口與進氣通道的位置關係。Fig. 4A shows the positional relationship between the intake port and the intake passage in accordance with the first embodiment of the present invention.

圖4B顯示依據本發明第一實施例之排氣口與排氣通道的位置關係。Fig. 4B shows the positional relationship between the exhaust port and the exhaust passage in accordance with the first embodiment of the present invention.

圖4C與4D顯示於同一時間點之依據本發明第一實施例之氣動引擎之進氣狀態的示意圖。4C and 4D are schematic views showing the intake state of the pneumatic engine according to the first embodiment of the present invention at the same time point.

圖4E與4F顯示於同一時間點之依據本發明第一實施例之氣動引擎之排氣狀態的示意圖。4E and 4F are views showing the exhaust state of the pneumatic engine according to the first embodiment of the present invention at the same time point.

圖5A顯示依據本發明第一實施例之氣動引擎與習知氣動引擎之缸內壓力與缸內體積的比較圖。Fig. 5A is a view showing a comparison of the in-cylinder pressure and the in-cylinder volume of the pneumatic engine and the conventional pneumatic engine according to the first embodiment of the present invention.

圖5B顯示依據本發明第一實施例之氣動引擎與習知氣動引擎之進氣時序與排氣時序相對於汽門開度的比較圖5B is a graph showing comparison of intake timing and exhaust timing with respect to valve opening of a pneumatic engine and a conventional pneumatic engine according to a first embodiment of the present invention.

圖6顯示依據本發明第二實施例之進氣排氣組件的局部示意圖。Figure 6 shows a partial schematic view of an intake and exhaust assembly in accordance with a second embodiment of the present invention.

圖7顯示依據本發明第三實施例之進氣排氣組件的局部剖視圖。Figure 7 is a partial cross-sectional view showing an intake and exhaust assembly in accordance with a third embodiment of the present invention.

圖8A至8C顯示依據本發明之進氣排氣路徑的三種例子。8A to 8C show three examples of the intake and exhaust passages in accordance with the present invention.

圖9A至9C顯示依據本發明之進氣/排氣轉塊的進氣/排氣流道的三種例子。9A to 9C show three examples of the intake/exhaust flow passages of the intake/exhaust manifold according to the present invention.

本發明是利用進氣轉塊及排氣轉塊的旋轉運動來達成氣動引擎進氣及排氣的控制，以取代傳統的凸輪式的進氣閥及排氣閥的功用。利用此設計，可以讓氣門瞬間開閉，使引擎有更充足的進排氣。更可以利用進氣轉塊與排氣轉塊的相對角度位置的調整來改變氣動引擎的進氣與排氣時序，藉由調整可獲得最佳的輸出功率曲線。再者，進氣轉塊與排氣轉塊的流道可以有多樣的設計，以配合氣動引擎的應用場合。The invention utilizes the rotary motion of the intake block and the exhaust block to achieve the control of the intake and exhaust of the pneumatic engine to replace the functions of the conventional cam type intake valve and exhaust valve. With this design, the valve can be opened and closed instantly, so that the engine has more intake and exhaust. The adjustment of the relative angular position of the intake block and the exhaust block can be used to change the intake and exhaust timing of the pneumatic engine, and the optimal output power curve can be obtained by adjustment. Furthermore, the flow path of the intake block and the exhaust block can be varied to match the application of the pneumatic engine.

圖1顯示依據本發明第一實施例之氣動引擎1之分解示意圖。圖2顯示依據本發明第一實施例之氣動引擎1之組合示意圖。圖3顯示依據本發明第一實施例之氣動引擎1之俯視示意圖。如圖1至3所示，本實施例之氣動引擎1包括一汽缸10、一活塞20、一氣體供應源30以及一進氣排氣機構40。1 shows an exploded schematic view of a pneumatic engine 1 in accordance with a first embodiment of the present invention. Fig. 2 shows a schematic view of the combination of the pneumatic engine 1 according to the first embodiment of the present invention. Figure 3 shows a top plan view of a pneumatic engine 1 in accordance with a first embodiment of the present invention. As shown in FIGS. 1 to 3, the pneumatic engine 1 of the present embodiment includes a cylinder 10, a piston 20, a gas supply source 30, and an intake and exhaust mechanism 40.

活塞20可於汽缸10中往復移動。此種運動類似於習知之內燃機引擎的運動，故於此不再贅述。The piston 20 is reciprocally movable in the cylinder 10. This type of motion is similar to the movement of a conventional internal combustion engine and will not be described here.

氣體供應源30提供一壓縮氣體CA以移動活塞20。當將引擎裝設於交通工具上時，可以利用一高壓氣體鋼瓶當作氣體供應源30。於一例示但非限制的例子中，壓縮氣體CA的壓力大於100個大氣壓。The gas supply source 30 provides a compressed gas CA to move the piston 20. When the engine is mounted on a vehicle, a high pressure gas cylinder can be utilized as the gas supply source 30. In an illustrative but non-limiting example, the pressure of the compressed gas CA is greater than 100 atmospheres.

進氣排氣機構40連接至汽缸10及氣體供應源30，主要是用來控制整個氣動引擎1的進氣動作及排氣動作。進氣排氣機構40包括一本體41以及一進氣排氣組件42。The intake and exhaust mechanism 40 is connected to the cylinder 10 and the gas supply source 30, and is mainly used to control the intake and exhaust operations of the entire pneumatic engine 1. The intake and exhaust mechanism 40 includes a body 41 and an intake and exhaust assembly 42.

本體41具有一容置空間41S及與容置空間41S連通的一進氣通道41A、一排氣通道41B、一進氣口41C及一排氣口41D。進氣通道41A與排氣通道41B連通至容置空間41S與汽缸10。於本實施例中，容置空間41S為一個貫通孔。The body 41 has an accommodating space 41S and an intake passage 41A communicating with the accommodating space 41S, an exhaust passage 41B, an intake port 41C, and an exhaust port 41D. The intake passage 41A and the exhaust passage 41B communicate with the accommodation space 41S and the cylinder 10. In the embodiment, the accommodating space 41S is a through hole.

進氣排氣組件42可於容置空間41S轉動，並於轉動過程中控制進氣口41C與進氣通道41A的通路與斷路， 更於轉動過程中控制排氣口41D與排氣通道41B的通路與斷路，以使壓縮氣體CA經由進氣口41C與進氣通道41A進入汽缸10中驅動活塞20移動後轉變成廢氣EA，更使汽缸10中的廢氣EA經由排氣通道41B與排氣口41D排出。The intake and exhaust assembly 42 is rotatable in the accommodating space 41S, and controls the passage and the opening of the intake port 41C and the intake passage 41A during the rotation. Further, during the rotation, the passage and the opening of the exhaust port 41D and the exhaust passage 41B are controlled, so that the compressed gas CA enters the cylinder 10 via the intake port 41C and the intake passage 41A, and the drive piston 20 is moved to be converted into the exhaust gas EA. The exhaust gas EA in the cylinder 10 is discharged through the exhaust passage 41B and the exhaust port 41D.

於本實施例中，進氣排氣組件42包括一轉軸42A、一進氣轉塊42B以及一排氣轉塊42C。進氣轉塊42B安裝於轉軸42A上，並設有一可與進氣口41C及進氣通道41A連通之進氣流道42B1。轉軸42A透過兩個軸承92設置在本體41中轉動。本體41的兩側設有外蓋91及93來覆蓋容置空間41S，防止灰塵及粒子進入容置空間41S中。排氣轉塊42C設置於轉軸42A上，並設有一可與排氣口41D及排氣通道41B連通之排氣流道42C1。於另一例子中，進氣轉塊42B以及排氣轉塊42C可以是一體成型為一個零件。於又另一實施例中，進氣轉塊42B及/或排氣轉塊42C可以與轉軸42A一體成型為一個零件。In the present embodiment, the intake and exhaust assembly 42 includes a rotating shaft 42A, an intake rotating block 42B, and an exhaust rotating block 42C. The intake block 42B is mounted on the rotating shaft 42A, and is provided with an intake passage 42B1 that can communicate with the intake port 41C and the intake passage 41A. The rotating shaft 42A is disposed in the body 41 to rotate through the two bearings 92. Both sides of the body 41 are provided with outer covers 91 and 93 to cover the accommodating space 41S to prevent dust and particles from entering the accommodating space 41S. The exhaust runner 42C is disposed on the rotating shaft 42A, and is provided with an exhaust runner 42C1 that can communicate with the exhaust port 41D and the exhaust passage 41B. In another example, the intake block 42B and the exhaust block 42C may be integrally formed as one piece. In still another embodiment, the intake block 42B and/or the exhaust block 42C may be integrally formed as one piece with the rotating shaft 42A.

此外，本實施例之氣動引擎1可以更包括一連桿50、一曲軸60、一曲軸鏈輪70、一進氣排氣鏈輪80以及一鏈條90。連桿50連接活塞20及曲軸60，連桿50及曲軸60將活塞20的往復運動轉換成曲軸60的轉動，曲軸60驅動進氣排氣組件42轉動。曲軸鏈輪70設置於於曲軸60上。進氣排氣鏈輪80設置於進氣排氣機構40上。鏈條90連接曲軸鏈輪70及進氣排氣鏈輪80。於另一例子中，亦可使用齒輪等傳動機構來取代鏈條及鏈輪。In addition, the pneumatic engine 1 of the present embodiment may further include a connecting rod 50, a crankshaft 60, a crank sprocket 70, an intake and exhaust sprocket 80, and a chain 90. The connecting rod 50 connects the piston 20 and the crankshaft 60. The connecting rod 50 and the crankshaft 60 convert the reciprocating motion of the piston 20 into the rotation of the crankshaft 60, and the crankshaft 60 drives the intake and exhaust assembly 42 to rotate. The crankshaft sprocket 70 is disposed on the crankshaft 60. The intake and exhaust sprocket 80 is disposed on the intake and exhaust mechanism 40. The chain 90 connects the crank sprocket 70 and the intake and exhaust sprocket 80. In another example, a gear mechanism such as a gear may be used instead of the chain and the sprocket.

圖4A顯示依據本發明第一實施例之進氣口與進氣通道的位置關係。如圖4A所示，進氣通道41A與進氣口41C的延伸線EL1、EL2相交於容置空間41S中。圖4B顯示依據本發明第一實施例之排氣口與排氣通道的位置關係。如圖4B所示，排氣通道41B與排氣口41D的延伸線EL3、EL4相交於容置空間41S中。藉由上述構造，可以讓壓縮氣體的行進路徑不需由徑向轉折成軸向，減少能量損失。Fig. 4A shows the positional relationship between the intake port and the intake passage in accordance with the first embodiment of the present invention. As shown in FIG. 4A, the intake passage 41A and the extension lines EL1, EL2 of the intake port 41C intersect in the accommodating space 41S. Fig. 4B shows the positional relationship between the exhaust port and the exhaust passage in accordance with the first embodiment of the present invention. As shown in FIG. 4B, the exhaust passage 41B intersects the extension lines EL3, EL4 of the exhaust port 41D in the accommodating space 41S. With the above configuration, the traveling path of the compressed gas can be made to be reduced from the radial direction into the axial direction, reducing energy loss.

圖4C與4D顯示於同一時間點之依據本發明第一實施例之氣動引擎之進氣狀態的示意圖。如圖4C與4D所示，稱為進氣行程，壓縮氣體CA從進氣口41C進入進氣轉塊42B的進氣流道42B1。此時，進氣流道42B1同時連通至進氣口41C與進氣通道41A，使得壓縮氣體CA可以依據箭頭指示的路徑進入汽缸10中，然後推動活塞20，進而透過連桿50推動曲軸60。曲軸60轉動曲軸鏈輪70，進而透過鏈條90帶動進氣排氣鏈輪80轉動，進氣排氣鏈輪80又帶著轉軸42A轉動，使得進氣轉塊42B與排氣轉塊42C亦一併轉動。在圖4D中，排氣流道42C1中是存在有壓縮氣體CA膨脹作功後所產生的廢氣EA，但是由於排氣流道42C1尚未與排氣口41D連通，所以廢氣EA尚未能排出。值得注意的是，於此所稱的廢氣EA並非與內燃機引擎所產生的燃燒廢氣相同，僅是相較於壓縮氣體CA的用語稱呼而已。基本上，廢氣EA亦是乾淨的氣體，只是無法提供更多能量來對活塞20作功。4C and 4D are schematic views showing the intake state of the pneumatic engine according to the first embodiment of the present invention at the same time point. As shown in FIGS. 4C and 4D, referred to as an intake stroke, the compressed gas CA enters the intake runner 42B1 of the intake block 42B from the intake port 41C. At this time, the intake air passage 42B1 is simultaneously communicated to the intake port 41C and the intake passage 41A, so that the compressed gas CA can enter the cylinder 10 in accordance with the path indicated by the arrow, and then pushes the piston 20, thereby pushing the crankshaft 60 through the link 50. The crankshaft 60 rotates the crank sprocket 70, and further drives the intake and exhaust sprocket 80 to rotate through the chain 90. The intake and exhaust sprocket 80 is further rotated by the rotating shaft 42A, so that the intake rotary block 42B and the exhaust rotary block 42C are also And turn. In Fig. 4D, in the exhaust gas flow path 42C1, the exhaust gas EA generated after the expansion of the compressed gas CA is present, but since the exhaust gas flow path 42C1 is not yet communicated with the exhaust port 41D, the exhaust gas EA has not been discharged. It is worth noting that the exhaust EA referred to herein is not the same as the combustion exhaust gas produced by the engine of the internal combustion engine, but only the term of the compressed gas CA. Basically, the exhaust EA is also a clean gas, but it does not provide more energy to work on the piston 20.

圖4E與4F顯示於同一時間點之依據本發明第一實施例之氣動引擎之排氣狀態的示意圖。如圖4E與4F所示，稱為排氣行程，壓縮氣體CA不再能從進氣口41C進入進氣通道41A，而廢氣EA從排氣通道41B經由排氣轉塊42C的排氣流道42C1以及排氣口41D排出。於一例子中，廢氣EA可以直接排出至大氣環境。於另一例子中，廢氣EA可以經由一連接至排氣口41D的排氣管(未顯示)排出至大氣環境。排氣管可以消除氣體膨脹及作功所產生的噪音。4E and 4F are views showing the exhaust state of the pneumatic engine according to the first embodiment of the present invention at the same time point. As shown in FIGS. 4E and 4F, referred to as the exhaust stroke, the compressed gas CA can no longer enter the intake passage 41A from the intake port 41C, and the exhaust gas EA is exhausted from the exhaust passage 41B via the exhaust runner 42C. 42C1 and the exhaust port 41D are discharged. In one example, the exhaust EA can be directly discharged to the atmosphere. In another example, the exhaust EA may be exhausted to the atmosphere via an exhaust pipe (not shown) connected to the exhaust port 41D. The exhaust pipe eliminates the noise generated by gas expansion and work.

於本實施例中，進氣流道42B1所涵蓋的弧度比排氣流道42C1所涵蓋的弧度來的小，所以進氣期間比排氣期間來得短。但是，於其他例子中，亦可以調整進氣流道42B1與排氣流道42C1的大小及相對角度位置，以調整進氣時序及排氣時序，提高氣動引擎1的輸出功率。In the present embodiment, the arc of the intake runner 42B1 is smaller than the arc covered by the exhaust runner 42C1, so the intake period is shorter than the exhaust period. However, in other examples, the size and relative angular position of the intake runner 42B1 and the exhaust runner 42C1 may be adjusted to adjust the intake timing and the exhaust timing to increase the output of the pneumatic engine 1.

圖5A顯示依據本發明第一實施例之氣動引擎與 習知氣動引擎之缸內壓力與缸內體積的比較圖，其中習知氣動引擎使用的是凸輪配合喇叭狀的進氣閥及排氣閥，體積則與活塞的位置有關係。當活塞在上死點時，汽缸中的體積最小，當活塞在下死點時，汽缸中的體積最大。如圖5A所示，本發明之氣動引擎的進氣壓力的上升斜率比習知氣動引擎的上升斜率來得大，而本發明之氣動引擎的進氣壓力的下降斜率也比習知氣動引擎的下降斜率來得大，所以本發明的氣動引擎的整體壓力-體積包圍的面積也較大，代表本發明的氣動引擎的輸出指示功率大於習知氣動引擎。這表示利用本發明的進氣排氣機構，可以有效提升氣動引擎的效率。FIG. 5A shows a pneumatic engine according to a first embodiment of the present invention. A comparison of the in-cylinder pressure and the in-cylinder volume of a conventional pneumatic engine, wherein the conventional pneumatic engine uses a cam-fitted flare-like intake valve and an exhaust valve, and the volume is related to the position of the piston. When the piston is at top dead center, the volume in the cylinder is the smallest, and when the piston is at the bottom dead center, the volume in the cylinder is the largest. As shown in FIG. 5A, the rising slope of the intake pressure of the pneumatic engine of the present invention is larger than the rising slope of the conventional pneumatic engine, and the descending slope of the intake pressure of the pneumatic engine of the present invention is also lower than that of the conventional pneumatic engine. The slope is so large that the overall pressure-volume enveloping area of the pneumatic engine of the present invention is also large, representing that the output of the pneumatic engine of the present invention indicates a greater power than conventional pneumatic engines. This means that the efficiency of the pneumatic engine can be effectively improved by using the intake and exhaust mechanism of the present invention.

圖5B顯示依據本發明第一實施例之氣動引擎與習知氣動引擎之進氣時序與排氣時序相對於汽門開度的比較圖。在圖5B中，進氣時序為0至160度，排氣時序為170至360度，橫軸表示曲軸的角度，縱軸表示汽門的開度，汽門的開度以百分比表示，曲線TC1表示本發明的進氣轉塊的進氣時序且局部與橫軸重疊，曲線TC2表示本發明的排氣轉塊的排氣時序且局部與橫軸重疊，曲線TC3表示習知技術的進氣汽門的進氣時序且局部與橫軸重疊，而曲線TC4表示習知技術的排氣汽門的排氣時序且局部與橫軸重疊。如圖5B所示，從曲線TC1與TC2可以得知，本發明可以在約10度的曲軸角度的狀況下，達到進氣汽門(或稱閥門)的最大開度，並且持續到約150度的曲軸角度。同樣的，本發明可以在約180度的曲軸角度的狀況下，達到排氣汽門(或稱閥門)的最大開度，並且持續到約350度的曲軸角度。反觀習知技術之曲線TC3與TC4，只能得到漸進式汽門開啟及關閉的效果。的因此，本發明可以達成汽門瞬間開啟及關閉的效果，提高進氣效率及排氣效率，從而提高氣動引擎的效率，而這是習知技術的所無法達成的。5B is a graph showing comparison of intake timing and exhaust timing with respect to valve opening of a pneumatic engine and a conventional pneumatic engine in accordance with a first embodiment of the present invention. In FIG. 5B, the intake timing is 0 to 160 degrees, and the exhaust timing is 170 to 360 degrees, the horizontal axis represents the angle of the crankshaft, the vertical axis represents the opening degree of the valve, and the opening degree of the valve is expressed as a percentage, the curve TC1 The intake timing of the intake block of the present invention is shown and partially overlaps with the horizontal axis, the curve TC2 represents the exhaust timing of the exhaust block of the present invention and partially overlaps with the horizontal axis, and the curve TC3 represents the intake air of the prior art. The intake timing of the door is partially overlapped with the horizontal axis, and the curve TC4 represents the exhaust timing of the exhaust valve of the prior art and partially overlaps with the horizontal axis. As shown in FIG. 5B, it can be seen from the curves TC1 and TC2 that the present invention can reach the maximum opening of the intake valve (or valve) at a crank angle of about 10 degrees and lasts to about 150 degrees. Crankshaft angle. Similarly, the present invention can achieve a maximum opening of the exhaust valve (or valve) at a crank angle of about 180 degrees and continue to a crank angle of about 350 degrees. On the other hand, the curves TC3 and TC4 of the conventional technology can only obtain the effect of progressive valve opening and closing. Therefore, the present invention can achieve the effect of instantaneous opening and closing of the valve, improve the intake efficiency and the exhaust efficiency, thereby improving the efficiency of the pneumatic engine, which is impossible to achieve by conventional techniques.

在第一實施例中，進氣轉塊42B、排氣轉塊42C與轉軸42A的相對位置及角度關係都是固定的。但是，為了 調整進氣時序與排氣時序，可以依據以下方式來改良設計。圖6顯示依據本發明第二實施例之進氣排氣組件的局部示意圖。如圖6所示，進氣排氣組件42更包括一相位調整機構42D，連接至進氣轉塊42B及排氣轉塊42C，用於調整進氣轉塊42B與排氣轉塊42C之相對角位置，以調整進氣時序及排氣時序的相對關係。相位調整機構42D包含螺帽42D1及形成於轉軸42A上的螺紋42AT。因此，螺帽42D1得以螺紋連接於轉軸42A，並將進氣轉塊42B或排氣轉塊42C以可調整的方式固定於轉軸42A上。藉此，調校人員可以調整螺帽42D1與轉軸42A的相對角度位置，來達成調整進氣時序與排氣時序的效果。雖然在圖6中是使用4個螺帽42D1、42D2、42D3、42D4，但是吾人應注意到，使用單一個螺帽即可調整兩個轉塊的相對角度位置。亦即，使用單一個螺帽42D1即可將進氣轉塊42B或排氣轉塊42C以可調整的方式固定於轉軸42A上。In the first embodiment, the relative position and angular relationship of the intake block 42B, the exhaust block 42C, and the rotating shaft 42A are fixed. But, in order Adjusting the intake timing and exhaust timing can improve the design in the following ways. Figure 6 shows a partial schematic view of an intake and exhaust assembly in accordance with a second embodiment of the present invention. As shown in FIG. 6, the intake and exhaust assembly 42 further includes a phase adjustment mechanism 42D coupled to the intake rotary block 42B and the exhaust rotary block 42C for adjusting the relative relationship between the intake rotary block 42B and the exhaust rotary block 42C. The angular position is used to adjust the relative relationship between the intake timing and the exhaust timing. The phase adjustment mechanism 42D includes a nut 42D1 and a screw 42AT formed on the rotating shaft 42A. Therefore, the nut 42D1 is screwed to the rotating shaft 42A, and the intake rotating block 42B or the exhaust rotating block 42C is fixedly fixed to the rotating shaft 42A. Thereby, the adjuster can adjust the relative angular position of the nut 42D1 and the rotating shaft 42A to achieve the effect of adjusting the intake timing and the exhaust timing. Although four nuts 42D1, 42D2, 42D3, 42D4 are used in Fig. 6, it should be noted that the relative angular position of the two rotary blocks can be adjusted using a single nut. That is, the intake block 42B or the exhaust block 42C can be fixed to the rotating shaft 42A in an adjustable manner by using a single nut 42D1.

圖7顯示依據本發明第三實施例之進氣排氣組件的局部剖視圖。如圖7所示，亦可以使轉軸42A以花鍵(spline)SP耦接至進氣轉塊42B或排氣轉塊42C，透過調整花鍵SP的相對角度的耦接方式，可以調整一進氣時序及一排氣時序的相對關係。Figure 7 is a partial cross-sectional view showing an intake and exhaust assembly in accordance with a third embodiment of the present invention. As shown in FIG. 7, the rotating shaft 42A can also be coupled to the intake block 42B or the exhaust block 42C by a spline SP, and can be adjusted by adjusting the relative angle of the spline SP. The relative relationship between the gas timing and an exhaust timing.

圖8A至8C顯示依據本發明之進氣排氣路徑的三種例子。在第一實施例中，進氣口41C與進氣通道41A的夾角A1等於90度，而排氣口41D與排氣通道41B的夾角A2也等於90度，如圖8A所示。然而，於另一例子中，夾角A1與A2等於135度，於又另一例子中，夾角A1與A2等於180度。值得注意的是，為了調整效率，夾角A1可以被設計成不等於夾角A2。8A to 8C show three examples of the intake and exhaust passages in accordance with the present invention. In the first embodiment, the angle A1 of the intake port 41C with the intake passage 41A is equal to 90 degrees, and the angle A2 between the exhaust port 41D and the exhaust passage 41B is also equal to 90 degrees as shown in Fig. 8A. However, in another example, the angles A1 and A2 are equal to 135 degrees, and in yet another example, the angles A1 and A2 are equal to 180 degrees. It is worth noting that in order to adjust the efficiency, the angle A1 can be designed to be not equal to the angle A2.

圖9A至9C顯示依據本發明之進氣/排氣轉塊的進氣/排氣流道的三種例子。在第一實施例中，進氣流道42B1與排氣流道42C1的輪廓(或稱為投影面)都是呈現矩形，如圖 9A所示。於另一例子中，進氣流道42B1與排氣流道42C1的輪廓可以呈現橢圓(圖9B)或漏斗狀(圖9C)。這表示流道的形狀設計也可以當作調整氣動引擎的效率的其中一個參數。9A to 9C show three examples of the intake/exhaust flow passages of the intake/exhaust manifold according to the present invention. In the first embodiment, the contours (or projection planes) of the intake runner 42B1 and the exhaust runner 42C1 are both rectangular, as shown in the figure. As shown in 9A. In another example, the contours of the intake runner 42B1 and the exhaust runner 42C1 may be elliptical (FIG. 9B) or funnel (FIG. 9C). This means that the shape design of the runner can also be used as one of the parameters for adjusting the efficiency of the pneumatic engine.

藉由本發明之氣動引擎，可以藉由控制汽門的瞬間開啟及關閉，使引擎可以達到更充足的進氣與排氣，來達成效率的提升。由於不需使用凸輪，所以不需設置複雜的機構，也沒有凸輪動力傳輸時(特別是於高轉速下)所產生的遲滯現象。由於不是使用燃油來燃燒，所以不會產生污染的廢氣，也不需火星塞或高壓噴嘴來產生點火動作。因此，本發明的氣動引擎，在改善進氣與排氣行程後，具有相當高的應用性及經濟性。With the pneumatic engine of the present invention, by controlling the instantaneous opening and closing of the valve, the engine can achieve more sufficient intake and exhaust to achieve efficiency improvement. Since there is no need to use a cam, there is no need to set up a complicated mechanism, and there is no hysteresis caused by cam power transmission (especially at high rotation speed). Since it is not burned with fuel, it does not produce polluting exhaust gas, nor does it require a spark plug or a high pressure nozzle to generate an ignition action. Therefore, the pneumatic engine of the present invention has a relatively high applicability and economy after improving the intake and exhaust strokes.

在較佳實施例之詳細說明中所提出之具體實施例僅用以方便說明本發明之技術內容，而非將本發明狹義地限制於上述實施例，在不超出本發明之精神及以下申請專利範圍之情況，所做之種種變化實施，皆屬於本發明之範圍。The specific embodiments of the present invention are intended to be illustrative only and not to limit the invention to the above embodiments, without departing from the spirit of the invention and the following claims. The scope of the invention and the various changes made are within the scope of the invention.

1‧‧‧氣動引擎1‧‧‧Pneumatic engine

10‧‧‧汽缸10‧‧‧ cylinder

20‧‧‧活塞20‧‧‧Piston

30‧‧‧氣體供應源30‧‧‧ gas supply

40‧‧‧進氣排氣機構40‧‧‧Intake and exhaust mechanism

41‧‧‧本體41‧‧‧Ontology

41A‧‧‧進氣通道41A‧‧‧Intake passage

41B‧‧‧排氣通道41B‧‧‧Exhaust passage

41C‧‧‧進氣口41C‧‧‧air inlet

41D‧‧‧排氣口41D‧‧‧Exhaust port

41S‧‧‧容置空間41S‧‧‧ accommodating space

42‧‧‧進氣排氣組件42‧‧‧Intake and exhaust components

42A‧‧‧轉軸42A‧‧‧ shaft

42B‧‧‧進氣轉塊42B‧‧‧Air intake block

42B1‧‧‧進氣流道42B1‧‧‧Intake runner

42C‧‧‧排氣轉塊42C‧‧‧Exhaust block

42C1‧‧‧排氣流道42C1‧‧‧Exhaust runner

50‧‧‧連桿50‧‧‧ linkage

60‧‧‧曲軸60‧‧‧ crankshaft

70‧‧‧曲軸鏈輪70‧‧‧Crankshaft sprocket

80‧‧‧進氣排氣鏈輪80‧‧‧Intake exhaust sprocket

91、93‧‧‧外蓋91, 93‧‧‧ Cover

92‧‧‧軸承92‧‧‧ bearing