U.S. patent application number 10/961996 was filed with the patent office on 2005-04-28 for internal combustion engine and camshaft thereof.
Invention is credited to Yang, Il Suk.
Application Number | 20050087157 10/961996 |
Document ID | / |
Family ID | 34511080 |
Filed Date | 2005-04-28 |
United States Patent
Application |
20050087157 |
Kind Code |
A1 |
Yang, Il Suk |
April 28, 2005 |
Internal combustion engine and camshaft thereof
Abstract
Cams are formed on a camshaft that correspond to intake valves
so that intake flow of an internal combustion engine may be
improved. The cams each have a cam lobe and the lobes of different
cams are formed in different shapes.
Inventors: |
Yang, Il Suk; (Suwon-city,
KR) |
Correspondence
Address: |
MORGAN, LEWIS & BOCKIUS LLP (SF)
2 PALO ALTO SQUARE
PALO ALTO
CA
94306
US
|
Family ID: |
34511080 |
Appl. No.: |
10/961996 |
Filed: |
October 8, 2004 |
Current U.S.
Class: |
123/90.6 ;
123/90.27 |
Current CPC
Class: |
F01L 1/08 20130101; F01L
2800/06 20130101; F01L 1/143 20130101; F01L 1/0532 20130101 |
Class at
Publication: |
123/090.6 ;
123/090.27 |
International
Class: |
F01L 001/34; F01L
001/02; F01L 001/04 |
Foreign Application Data
Date |
Code |
Application Number |
Oct 24, 2003 |
KR |
10-2003-0074756 |
Claims
What is claimed is:
1. A camshaft structure for an internal combustion engine,
comprising: a plurality of cams including a first and a second cam
to respectively drive a first and a second intake valve arranged
for a cylinder, wherein first and second cam lobes of said first
and said second cams are formed in different shapes.
2. The camshaft structure according to claim 1, wherein said first
and second cam lobes are offset from each other on their principal
axes by their offset angle settings.
3. The camshaft structure according to claim 2, wherein said offset
angle is less than about 60 degrees.
4. An internal combustion engine, comprises: at least one cylinder;
at least a first and a second intake valve arranged for said one
cylinder; and a camshaft provided with a plurality of cams that
include a first and a second cam to respectively drive the first
and the second intake valves, wherein first and second cam lobes of
said first and second cams are formed in different shapes.
5. The internal combustion engine according to claim 4, wherein
said first and second cam lobes are offset from each other on their
principal axes with their offset angle settings.
6. The internal combustion engine according to claim 5, wherein
said offset angle is less than about 60 degrees.
7. A camshaft for an internal combustion engine, comprising: a
generally linear shaft having a length and a width; and at least
two intake cams coupled with said generally linear shaft, said at
least two intake cams configured and dimensioned to operate
independent intake valves of a particular cylinder, wherein said at
least two intake cams include cam lobes and said cam lobes are of
different shapes from each other.
8. The camshaft of claim 7, wherein said different shape is an
offset of rotation about a longitudinal axis of said generally
linear shaft.
9. The camshaft of claim 8, wherein said offset is about 60 degrees
or less.
10. The camshaft of claim 7, further comprising a plurality of
intake cams configured and dimensioned to operate a plurality of
independent intake valves of the particular cylinder.
Description
CROSS-REFERENCE TO RELATED APPLICATIONS
[0001] This application claims priority of Korean Application No.
10-2003-0074756, filed Oct. 24, 2003, the disclosure of which is
incorporated herein by reference.
TECHNICAL FIELD OF THE INVENTION
[0002] The present invention relates to an internal combustion
engine and a structure of a camshaft for the internal combustion
engine. More specifically, the engine and camshaft structure are
capable of improving the flow of intake entering into a
cylinder.
BACKGROUND OF THE INVENTION
[0003] Internal combustion engines are widely used. The engines
often employ a plurality of intake valves in each cylinder. Intake
valves of an internal combustion engine are driven by a camshaft,
and more specifically, the intake valves are driven by a cam formed
on the camshaft.
[0004] Operation timing and pattern of the intake valve are
determined by the cam of the camshaft. Therefore, as multiple
intake valves are driven, cams are formed on a camshaft following
the number of intake valves in the engine. Nevertheless, according
to the available arts, the shape of the cam that drives the intake
valves are identically formed. In other words, the intake valves
that are arranged in a plurality in each cylinder operate in the
same operation and timing.
[0005] If flow of air, intake flow, that enters the engine through
the intake valves can be improved, complete combustion and output
power of the internal combustion engine can be improved.
SUMMARY OF THE INVENTION
[0006] According to a preferred embodiment, a camshaft structure
for an internal combustion engine includes a plurality of cams. The
plurality of cams include a first and a second cam to individually
drive a first and a second intake valve, respectively, arranged for
a single cylinder. The first and the second cam lobes of the first
and second cams are formed in different shapes.
[0007] It is preferred that the first and second cam lobes have a
principal axes offset from each other in terms of their offset
angle settings. It is also preferable that the offset angle is an
angle of less than about 60 degrees.
[0008] Preferably, the internal combustion engine of the present
invention is an internal combustion engine that includes at least
one cylinder and includes a first and a second intake valve that
are arranged for one cylinder and a camshaft that is provided with
a plurality of cams, including at least a first and a second cam to
individually drive the first and second intake valves,
respectively. The first and second cam lobes of the first and
second cams are formed in different shapes. It is preferable for
the first and second cam lobes have a principal axes offset from
each other in terms of their offset angle settings. It is also
preferable that the offset angle is an angle of less than about 60
degrees.
BRIEF DESCRIPTION OF THE DRAWINGS
[0009] For better understanding of the nature and objects of the
invention, reference should be made to the following detailed
description, taken in conjunction with the accompanying drawings,
in which:
[0010] FIG. 1 is a cross-sectional view of a camshaft according to
an embodiment of the present invention taken along line I-I of FIG.
2;
[0011] FIG. 2 is a cross-sectional view of an internal combustion
engine showing a camshaft according to an embodiment of the present
invention employed therein; and
[0012] FIGS. 3-5 illustrate a beginning period of an intake stroke,
a middle period of an intake stroke, and a final period of an
intake stroke, respectively, of an engine following revolution of a
camshaft according to an embodiment of the present invention.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS
[0013] FIG. 2 shows a cross-section of an internal combustion
engine 200 with a camshaft 100 disposed within the engine 200 and
FIG. 1 shows an axial view of a cross-section of the camshaft 100
of FIG. 2 taken along line I-I. As shown in the FIGS. a cylinder
block 250 and a cylinder head 260 are combined to form a cylinder
205 of the engine 200. A plurality of intake valves, for example, a
first and a second intake valve 210, 220 are respectively arranged
in a first and a second intake port 261, 262 of the cylinder
205.
[0014] According to an embodiment, the camshaft 100 is furnished
with a first and a second cam 110, 120. The first and second cams,
110 and 120, drive the first and second intake values 210, 220,
respectively. Furthermore, the first and second cams 110, 120 have
their first and second lobes 115, 125 formed in different shapes.
More specifically, as illustrated in FIG. 1, the first and second
cam lobes 115, 125 are formed such that their principal axes 112,
122 are offset from each other in terms of their offset angle
(.theta.) settings. Such an offset angle (.theta.) may be clearly
set by a person of ordinary skill in the art depending upon the
intended intake inflow. However, according to an embodiment, it is
desirable that the offset angles (.theta.) of the first and second
cam lobes 115, 125 is formed to be less than about 60 degrees.
[0015] According to FIG. 2, the internal combustion engine 200 is
provided with at least one cylinder 205 while the first and second
intake valves 210, 220 are arranged in the cylinder (205). The
camshaft 100 is installed in the top of the first and second intake
values 210, 220. The first and second cams 110, 120 formed on the
camshaft 100 drive the first and second intake valves 210, 220,
respectively.
[0016] An exemplary process of intake flow generated within a
cylinder following revolution of the camshaft 100 in the internal
combustion engine 200 according to an embodiment of the present
invention is shown in FIGS. 3-5. More specifically, FIG. 3 shows an
intake flow generated in the beginning period of an intake stroke
in the internal combustion engine 200 utilizing an embodiment of
the present invention. FIG. 4 shows an intake flow generated in the
middle period of an intake stroke in the internal combustion engine
200 utilizing an embodiment of the present invention. And, FIG. 5
shows an intake flow generated in the final period of an intake
stroke in the internal combustion engine 200 utilizing an
embodiment of the present invention. FIGS. 3b, 4b, and 5b are top
views schematically illustrating the cylinder 205, intake valves
210, 220, and exhaust valves 310, respectively. While FIGS. 3a, 4a,
and 5a are cross-sectional views of FIGS. 3b, 4b, and 5b taken
along lines III-III, IV-IV, and V-V, respectively.
[0017] In the beginning period of an intake stroke, as illustrated
in FIG. 3a, the first cam 110 first drives the first intake valve
210 by revolution of the camshaft 100. Therefore, the first intake
valve 210 opens first, as illustrated in FIG. 3b, such that intake
flow in a clockwise direction takes place in the beginning period
of the intake stroke. In the middle period of the intake stroke, as
illustrated in FIG. 4a, the first and second cams 110, 120,
respectively drive the first and second intake valves 210, 220 by
revolution of the camshaft 100. As a result, the first and second
intake valves 210, 220 become open at the similar extents so intake
flow is either slight or not formed in the middle period of the
intake stroke, as illustrated in FIG. 4b. In the final period of
the intake period, as illustrated in FIG. 5a, drive of the first
intake valve 210 by the first cam 110 is terminated by revolution
of the camshaft 100, and drive of the second intake valve 220 by
the second cam 120 becomes in a maintained state. Therefore, only
the second intake valve 220 becomes open so intake flow in a
counterclockwise direction takes places in the final period of the
intake period, as illustrated in FIG. 5b.
[0018] Preferred embodiments concerning the present invention are
described in the above. However, this invention is not intended to
be limited to the described embodiments, but include all
modifications and alterations as will be appreciated by one of
ordinary skill in the art that fall within the scope of the
appended claims.
[0019] According to embodiments of the present invention, operation
timing of the first and second intake valves arranged such that
intake flow of air sucked into a cylinder may be improved.
Therefore, since degrees of mixing of air and fuel may be improved
in a cylinder, contributions may be made to complete combustion,
reduction of harmful exhaust gas, and improvement of output of an
internal combustion engine.
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