JP6734438B1 - Engine intake and exhaust structure - Google Patents

Abstract

PROBLEM TO BE SOLVED: To easily adjust the opening/closing timing of a valve and to reciprocally rotate a valve body without mechanically depending on a rotation angle of a crankshaft. SOLUTION: A valve body 10 having a port hole 14 penetrating in a direction intersecting with a shaft 103a, a sliding surface 13, a first pushing surface 15 and a second pushing surface 16 and reciprocally rotating is used. The solenoid valve 60 has a rod member 61 that pushes down the first pressing surface 15 by a required distance according to the process of the engine, and the port body 14 is connected to the port 111 of the cylinder head to open the valve body. Rotate 10. The coil spring 70 pushes down the second pushing surface 16 when the pushing down of the rod member 61 by the solenoid valve 60 is released, and rotates the valve body 10 in the opposite direction to the position where the port 111 is closed. [Selection diagram] Fig. 4

Description

The present invention relates to an intake and exhaust structure of an engine, and more specifically, it relates to a structure of an intake valve and an exhaust valve using a rotary valve body suitable for improving the performance of a 6-cycle engine, and each valve body. The present invention relates to a device for reciprocating rotation.

A 6-cycle engine has been proposed in which a scavenging intake process and a scavenging exhaust process are added after four processes of intake, compression, combustion, and exhaust of a 4-cycle engine (Patent Document 1).

However, in the 6-cycle engine, after the combustion process and the exhaust process, the temperature inside the combustion chamber can be lowered and a high compression ratio can be realized by adding two processes of sucking air into the high temperature combustion chamber and discharging it. While much energy can be extracted from the combustion gas, the following problems have been pointed out.

In other words, in a 4-cycle engine, the crankshaft makes two revolutions in one combustion, whereas in a six-cycle engine, the crankshaft makes three revolutions in one combustion, so it is added to the four steps of the four-cycle engine. The two steps of the scavenging air intake process and the scavenging air discharge process, which are essentially negative works that consume energy that is the driving force of the engine, are problems that pumping loss is large. In other words, a 6-cycle engine can be expected to improve fuel efficiency under certain driving conditions, but in reality, the engine load varies greatly depending on driving conditions. Becomes noticeable.

Therefore, at present, the 6-cycle engine has not been popularized, and only the cases developed as fuel-efficient competition vehicles and the actual values of their fuel efficiency performance have been reported. In order to expand the range of application of the 6-cycle engine, it is essential to improve the engine so as to compensate the pumping loss and to improve the efficiency.

As an example of improving the efficiency of the engine, it is conceivable to improve the structure of the valve body that opens and closes each intake and exhaust port of the cylinder. Generally, a poppet valve that opens and closes each port by reciprocating motion is used, but if this is replaced by a rotary valve body that opens and closes each port by rotating motion, it will be faster than when using a poppet valve. The follow-up delay due to jumping up of the valve element during operation is reduced.

Conventionally, as an intake and exhaust structure of an engine using a rotary valve body, for example, a substantially cylindrical rotary shaft is provided with communication holes corresponding to an intake port and an exhaust port of a cylinder head, and this rotary shaft is used as an engine. Corresponding to the process of (1), there is proposed a device that interlocks with the rotation of the crankshaft via a timing chain, a camshaft, a cam, and the like to continuously rotate in the same direction (Patent Document 2).

However, in the intake/exhaust structure of Patent Document 2, since the mechanism for rotating the substantially cylindrical rotary shaft that constitutes the valve body mechanically depends on the rotation angle of the crankshaft, for example, a communication hole provided in the rotary shaft. It was difficult to adjust the opening/closing timing of the valve, for example, by increasing the time for which the intake port is connected and the valve is in the open state for a desired minute time.

Further, in the intake/exhaust structure of Patent Document 2, the substantially cylindrical rotation shaft that constitutes the valve body is continuously rotated only in the same direction, and it is impossible to reverse the rotation direction. The configuration of Patent Document 2 in which the rotary shaft constituting the valve body is rotated approximately once while the valve is in the closed state has a large loss.

Because of such problems, the conventional rotary valve body is recognized to have an advantage as compared with the poppet valve, but even if it is applied to a 6-cycle engine, the pumping loss, which is a problem of the same engine, will occur. It was not possible to expect a performance improvement just to compensate.

Japanese Utility Model Publication No. Sho 63-17836 JP-A-62-189307

The problem to be solved by the present invention is that it is difficult for the conventional rotary valve body to adjust the opening/closing timing of the valve and to reverse the rotation direction of the valve body, resulting in a large loss.

According to the present invention, in an engine intake/exhaust structure using a rotary valve body, the opening/closing timing of the valve can be easily adjusted without mechanically depending on the rotation angle of the crankshaft to reciprocally rotate the valve body. It is intended to provide a possible structure.

Further, according to the present invention, four valve elements are arranged for one cylinder, and a fresh air suction step of sucking fresh air into the cylinder and a secondary air discharging step of discharging the sucked fresh air to the outside of the cylinder. Another object of the present invention is to provide an intake/exhaust structure for a 6-cycle engine including a secondary air intake step of introducing the discharged secondary air into an intercooler, cooling it to an appropriate temperature, and then sucking it into the cylinder.

The intake and exhaust structure of the engine of the present invention is
A valve body having a port hole penetrating in a direction intersecting the axis, a sliding surface, a first pressing surface, and a second pressing surface,
An electromagnetic valve that has a rod member that pushes down the first pushing surface by a required distance according to the process of the engine, and that rotates the valve element to a position where the port hole is connected to the port of the cylinder head and is in an open state. ,
A coil spring that pushes down the second pushing surface when the pushing down of the rod member by the solenoid valve is released, and rotates the valve element to a position where the port is in a closed state;
And is characterized in that the valve body is reciprocally rotated.

The rotary valve body of the present invention has, for example, a shaft hole, a port hole penetrating in a direction intersecting with a shaft inserted into the shaft hole, and a sliding surface that abuts and slides on the cylinder head. However, a first pushing surface and a second pushing surface are provided above the sliding surface so as to sandwich the shaft. The port hole is connected to a port (intake system port, exhaust system port) of the cylinder head, and an inlet and an outlet of the port hole exist on the sliding surface.

According to the present invention, the rod member of the solenoid valve pushes down the first pushing surface at a timing when it is not mechanically fixed according to the engine process, whereby the valve body rotates and the port hole of the valve body connects to the port of the cylinder head. Then, the valve is opened. Further, when the pushing down of the rod member by the solenoid valve is released, the coil spring pushes down the second pushing surface, the valve body rotates in the opposite direction to the above, and the sliding surface causes the port of the cylinder head to move. It is closed and the valve is closed.

Therefore, according to the present invention, the rotation speed and the rotation angle of the valve body can be easily adjusted by controlling the timing, speed, and distance of pushing down the rod member by the solenoid valve. For example, it becomes easy to increase the mixing efficiency of fuel and air by lengthening the valve opening time for connecting the port hole and the secondary air intake port by a desired minute time.

Further, since the valve element of the present invention reciprocally rotates, it becomes possible to efficiently rotate the valve element in the opposite direction by the minimum angle required to close the valve, and There is no loss due to wasted rotation.

It is a schematic diagram of a 6-cycle diesel engine to which the intake and exhaust structure of the present invention is applied. It is a figure which shows an example of the intake/exhaust structure of this invention which arrange|positions four valve bodies with respect to one cylinder. It is a figure explaining the structure of the valve body used for the intake/exhaust structure of this invention, (a) is the figure which looked at the port hole provided in the sliding surface from the front, (b) is the right side of (a) FIG. 3 is a view showing a surface and explaining a position where the annular sealing material abuts, and (c) is a schematic view of the annular sealing material and the annular leaf spring. It is explanatory drawing of the fresh air suction process in the 6-cycle diesel engine to which this invention is applied. It is explanatory drawing of the secondary air discharge process in the 6-cycle diesel engine to which this invention is applied. It is explanatory drawing of the secondary air suction process in the 6-cycle diesel engine to which this invention is applied. It is explanatory drawing of the compression process in the 6-cycle diesel engine to which this invention is applied. It is explanatory drawing of the combustion process in the 6-cycle diesel engine to which this invention is applied. It is explanatory drawing of the exhaust process in the 6-cycle diesel engine to which this invention is applied. It is a figure which shows the structure of another Example which provided the caster in the front-end|tip of a rod member, and also shows the outline of the mechanism which pushes down a rod member.

An example of a mode for carrying out the present invention will be described in detail with reference to FIGS. In this embodiment, the intake/exhaust structure of the present invention is applied to a 4-cylinder 6-cycle diesel engine.

Reference numeral 100 denotes the 6-cycle diesel engine of this embodiment, and the inside of the cylinder storage chamber 101 is composed of four cylinders. Reference numeral 151 denotes a fresh air intake passage, and an air cleaner 121 is provided at an inlet portion for taking in fresh air from the outside.

In this embodiment, fresh air is first sucked into the cylinder after combustion and exhaust, but the air discharged from the cylinder after sucking the fresh air is called "secondary air" to distinguish it from fresh air. .. Reference numeral 152 denotes a secondary air discharge passage through which the secondary air discharged from the cylinder passes, and 153 denotes a secondary air suction passage for introducing the secondary air into the cylinder again. Reference numeral 122 is an intercooler provided between the secondary air discharge passage 152 and the secondary air intake passage 153.

Although the temperature of the secondary air is higher than that of the fresh air, in this embodiment, the temperature of the secondary air is controlled by providing the intercooler 122 between the secondary air discharge passage 152 and the secondary air intake passage 153. Can be lowered sufficiently. Then, the steps of intake, compression, and combustion are performed using the secondary air lowered to an appropriate temperature, so that a high compression ratio can be realized and a large amount of energy can be extracted from the combustion gas.

Reference numeral 154 denotes an exhaust passage through which exhaust gas after compression and combustion is discharged. Reference numeral 161 is an injection nozzle that injects fuel into the cylinder in the compression process.

In the present embodiment, four valve elements of the fresh air intake valve 10, the secondary air exhaust valve 20, the secondary air intake valve 30, and the exhaust valve 40 are arranged at the positions shown in FIG. 2 for one cylinder 102. To do.

The fresh air intake valve 10 and the secondary air intake valve 30 on the right side of the drawing are valve bodies of the intake system, and the common shaft 103a is inserted into each shaft hole. The secondary air exhaust valve 20 and the exhaust valve 40 on the left side of the drawing are valve elements of the exhaust system, and the common shaft 103b is inserted into each shaft hole.

The fresh air intake valve 10 and the secondary air intake valve 30 are independently rotatably supported by a shaft 103a, and the secondary air exhaust valve 20 and the exhaust valve 40 are independently rotatably supported by a shaft 103b. As shown in FIG. 2, the fresh air intake valve 10 and the exhaust valve 40 face each other, and the secondary air intake valve 30 and the secondary air discharge valve 20 face each other.

The connection relationship between the four valve bodies 10 to 40 and the passages 151 to 154 shown in FIG. 1 is as follows.
The fresh air intake passage 151 is connected to the fresh air intake valve 10, and fresh air is taken into the cylinder when the fresh air intake valve 10 is open. Further, the secondary air exhaust valve 20 and the secondary air exhaust passage 152 are connected, and when the secondary air exhaust valve 20 is in the open state, the secondary air passes through the secondary air exhaust passage 152 and enters the intercooler 122. be introduced.

Further, the secondary air intake passage 153 is connected to the secondary air intake valve 30, and when the secondary air intake valve 30 is in the open state, the secondary air cooled to an appropriate temperature by the intercooler 122 is drawn into the cylinder. To be done. Further, the exhaust valve 40 and the exhaust passage 154 are connected, and the exhaust gas after combustion is exhausted to the outside after passing through the exhaust passage 154 and undergoing exhaust gas purification processing.

According to the configuration described above, the flow of air in the cylinder 102 is as shown by arrows A and B in FIG. 2, from the fresh air intake valve 10 to the secondary air discharge valve 20 (A ) And the air flow (B) from the secondary air intake valve 30 to the exhaust valve 40 are in an intersecting shape, and no bias is generated, so that the air flow in the cylinder is good.

The shape of the valve body used in this example is as shown in FIG. Although there are four valve bodies, the shape of each valve body is the same, so the fresh air intake valve 10 will be described as an example.

As shown in FIG. 3B, the fresh air intake valve 10 includes a semicircular main body 11 and a shaft hole 12 into which the shaft 103a is inserted. As shown in FIG. 3A, the side surface of the arc portion of the main body portion 11 forms a sliding surface 13 that comes into contact with the cylinder head when the fresh air intake valve 10 rotates. The inner diameter of the shaft hole 12 is the same as the outer diameter of the shaft 103a. The distance from the shaft center 103aa of the shaft 103a to the sliding surface 13 is constant.

Reference numeral 14 denotes a port hole having an inlet and an outlet provided on the sliding surface 13 and penetrating in a direction intersecting with the shaft 103a inserted into the shaft hole 12. The port hole 14 is connected to the port of the cylinder head according to each process of the engine described later. In this embodiment, the port hole 14 is provided in the direction orthogonal to the longitudinal direction of the shaft 103a.

A first pushing surface 15 and a second pushing surface 16 are formed on the upper surface of the main body 11 having the sliding surface 13 so as to sandwich the shaft hole 12. Both the first pushing surface 15 and the second pushing surface 16 are flat surfaces. Reference numeral 17 denotes a semi-cylindrical portion located above the portion where the shaft hole 12 exists.

51 is attached to the cylinder head side so as to be located around the opening (both the inlet and the outlet) of the port hole 14 when the valve is opened in order to improve the adhesion between the sliding surface 13 and the cylinder head. It is an annular sealing material. Reference numeral 52 is an annular leaf spring that presses the seal material 51 against the sliding surface 13 side, and is attached to the cylinder head side.

Next, a fresh air intake process of a 6-cycle diesel engine to which the intake/exhaust structure of the present invention is applied,
The operation of each valve element will be described in association with the six steps of the secondary air discharge step, secondary air intake step, compression step, combustion step, and exhaust step.

4 to 9, 104 is a piston that slides up and down in the cylinder 102, 105 is a cylinder head, 111 is a fresh air intake port, 112 is a secondary air exhaust port, 113 is a secondary air intake port, and 114 is The exhaust port 162 is a glow plug that heats the inside of the cylinder. In addition, in each drawing, the sealing material 51 and the leaf spring 52 are not shown.

Reference numeral 60 denotes a solenoid valve, which is provided with a rod member 61 that pushes down the first pushing surface 15, 25, 35, 45 by a required distance according to each process of the engine without mechanically interlocking with the rotation of the crankshaft. There is. The solenoid valve 60 is for rotating each valve body to a position where the port holes 14, 24, 34, 44 of each valve body are respectively connected to the ports 111, 112, 113, 114 of the cylinder head to be in an open state. It is a device.

Even if the angle of the first pushing surface 15, 25, 35, 45 changes with the rotation of the valve body, the tip of the rod member 61 follows the change of the angle and the first pushing surface 15, 25, 35, In order to make smooth contact with 45, it has a shape having a convex curved surface protruding downward. The tip of the rod member 61 may have a hemispherical shape, for example.

Reference numeral 70 is a coil spring, and when the pushing down of the rod member 61 by the solenoid valve 60 is released, the second pushing force on the opposite side of the first pushing face 15, 25, 35, 45 with the shafts 103a, 103b interposed therebetween. Depress the surfaces 16, 26, 36, 46. The coil spring 70 is a device that rotates each valve element in a direction opposite to the rotation by the solenoid valve 60 until the ports 111, 112, 113, 114 of the cylinder head are closed.

Reference numeral 80 is a stopper that contacts the first pressing surface 15, 25, 35, 45 and limits the amount of depression of the second pressing surface 16, 26, 36, 46 by the coil spring 70. By the action of the stopper 80, each valve element can be rotated in the opposite direction without applying a load to the solenoid valve 60.

The operation of each valve element in the six steps of the 6-cycle diesel engine of this embodiment is as follows.

(1) Fresh air inhalation process (Fig. 4)
Only the rod member 61 of the solenoid valve 60 corresponding to the fresh air intake valve 10 pushes down the first pushing surface 15. The depression of the rod member 61 of the solenoid valve 60 corresponding to the secondary air exhaust valve 20, the secondary air intake valve 30, and the exhaust valve 40 is in the released state, and the coil spring 70 causes the second pushing surface 26, 36, 46. Is pushing down.

In the fresh air intake process, only the fresh air intake valve 10 has the port hole 14 connected to the fresh air intake port 111, and the valve is open. In the secondary air exhaust valve 20, the secondary air intake valve 30, and the exhaust valve 40, the sliding surfaces 23, 33, 43 close the secondary air exhaust port 112, the secondary air intake port 113, and the exhaust port 114. , The valve is closed. In this state, while the piston 104 moves from the uppermost part to the lowermost part, fresh air is introduced into the cylinder through the port hole 14 and the fresh air suction port 111.

(2) Secondary air discharge process (Fig. 5)
Only the rod member 61 of the solenoid valve 60 corresponding to the secondary air discharge valve 20 pushes down the first pushing surface 25. The push down of the rod member 61 of the solenoid valve 60 corresponding to the fresh air intake valve 10, the secondary air intake valve 30, and the exhaust valve 40 is in the released state, and the coil spring 70 causes the second pressing surface 16, 36, 46 to move. Pushing down.

In the secondary air discharge step, only the secondary air discharge valve 20 has the port hole 24 connected to the secondary air discharge port 112, and the valve is open. In the fresh air intake valve 10, the secondary air intake valve 30, and the exhaust valve 40, the sliding surfaces 13, 33, 43 close the fresh air intake port 111, the secondary air intake port 113, and the exhaust port 114. Is closed. In this state, while the piston 104 moves from the lowermost part to the uppermost part, the secondary air having an increased temperature is exhausted to the outside of the cylinder through the secondary air exhaust port 112 and the port hole 24.

(3) Secondary air suction process (Fig. 6)
Only the rod member 61 of the solenoid valve 60 corresponding to the secondary air intake valve 30 pushes down the first pushing surface 35. The push down of the rod member 61 of the solenoid valve 60 corresponding to the fresh air suction valve 10, the secondary air discharge valve 20, and the exhaust valve 40 is in the released state, and the coil spring 70 causes the second pushing surface 16, 26, 46 to move. Pushing down.

In the secondary air intake step, only the secondary air intake valve 30 has the port hole 34 connected to the secondary air intake port 113, and the valve is open. In the fresh air intake valve 10, the secondary air exhaust valve 20, and the exhaust valve 40, the sliding surfaces 13, 23, and 43 close the fresh air intake port 111, the secondary air intake port 113, and the exhaust port 114, respectively. Is closed. In this state, while the piston 104 moves from the uppermost part to the lowermost part, the temperature-controlled secondary air is sucked into the cylinder via the port hole 34 and the secondary air suction port 113.

(4) Compression process (Fig. 7)
The push down of the rod member 61 of the solenoid valve 60 corresponding to the fresh air intake valve 10, the secondary air exhaust valve 20, the secondary air intake valve 30, and the exhaust valve 40 is all in the released state, and the coil spring 70 is in the first position. 2 The pushing surfaces 16, 26, 36, 46 are pushed down.

In the compression process, the fresh air intake valve 10, the secondary air exhaust valve 20, the secondary air intake valve 30, and the exhaust valve 40 have the sliding surfaces 13, 23, 33, and 43, the fresh air intake port 111, and the secondary air. The exhaust port 112, the secondary air intake port 113, and the exhaust port 114 are closed, and all the valves are closed. In this state, while the piston 104 moves from the lowermost part to the uppermost part, the air in the cylinder 102 is compressed, fuel is injected from the injection nozzle 161 in the compressed state, and an explosion occurs due to spontaneous ignition.

(5) Combustion process (Fig. 8)
The push down of the rod member 61 of the solenoid valve 60 corresponding to the fresh air intake valve 10, the secondary air exhaust valve 20, the secondary air intake valve 30, and the exhaust valve 40 is all in the released state, and the coil spring 70 is in the first position. 2 The pushing surfaces 16, 26, 36, 46 are pushed down.

In the combustion process, the fresh air intake valve 10, the secondary air exhaust valve 20, the secondary air intake valve 30, and the exhaust valve 40 have the sliding surfaces 13, 23, 33, and 43, the fresh air intake port 111, and the secondary air. The exhaust port 112, the secondary air intake port 113, and the exhaust port 114 are closed, and all the valves are closed. In this state, the piston 104 is pushed down from the uppermost part to the lowermost part by the expansion caused by the explosion of the fuel.

(6) Exhaust process (Fig. 9)
Only the rod member 61 of the solenoid valve 60 corresponding to the exhaust valve 40 pushes down the first pushing surface 45. The push down of the rod member 61 of the solenoid valve 60 corresponding to the fresh air intake valve 10, the secondary air exhaust valve 20, and the secondary air intake valve 30 is in the released state, and the coil spring 70 causes the second pressing surface 16, 26. , 36 are pushed down.

In the exhaust process, only the exhaust valve 40 has the port hole 44 connected to the exhaust port 114, and the valve is open. In the fresh air intake valve 10, the secondary air exhaust valve 20, and the secondary air intake valve 30, the sliding surfaces 13, 23, 33 have the fresh air intake port 111, the secondary air exhaust port 112, and the secondary air intake port 113. It is closed and the valve is closed. In this state, while the piston 104 moves from the lowermost part to the uppermost part, exhaust gas is discharged to the outside of the cylinder via the exhaust port 114 and the port hole 44.

FIG. 10 shows a modification of the rod member 61 of the solenoid valve 60. The rod member 61 is not limited to the examples of FIGS. 4 to 9, and a caster 62 may be attached to the tip of the rod member 61 so that the wheels 62a of the caster 62 are in contact with the first pushing surface 15.

In this modified example, the wheels 62a of the casters 62 come into contact with the first pushing surface 15 while rotating, so that wear of the tip portion of the rod member 61 can be prevented and the followability with respect to the first pushing surface 15 is improved.

Further, in the engine intake/exhaust structure of the present invention, the pushing down of the rod member 61 of the solenoid valve 60 is performed, for example, by executing an application program in a digital arithmetic circuit unit (hereinafter, ECM 91) called ECM (Engine Control Module). Controlled.

Output signals from various sensors indicating the process of the engine, such as an angle sensor indicating the position of the crankshaft, are input to the I/O port of the ECM 91. By programming this input signal, the ECM 91 outputs a command to push down the rod member 61 to the control device 93 via the driver 92 at a timing when the ECM 91 is not mechanically fixed to the crankshaft position.

For example, depending on how many times the crankshaft angle sensor outputs the valve opening pulse signal and the valve closing pulse signal, the solenoid valve 60 pushes down the rod member 61 to open the valve body, or the rod member 61 is pushed down. To determine when to close the valve body. Further, by adjusting the time width of the valve opening pulse signal output from the ECM 91, the distance by which the solenoid valve 60 pushes down the rod member 61 is controlled. As the solenoid valve 60, a valve body provided with a permanent magnet or a solenoid provided with a solenoid can be used.

As described above, when the intake/exhaust structure of the present invention is used, the opening/closing timing of the rotary valve body can be easily adjusted based on the engine parameter indicating the engine state without mechanically depending on the rotation angle of the crankshaft. It becomes possible and the valve body can also be reciprocally rotated, so that pumping loss can be reduced.

Further, the 6-cycle diesel engine to which the present invention is applied has four rotations of one cylinder 102 including a fresh air intake valve 10, a secondary air exhaust valve 20, a secondary air intake valve 30, and an exhaust valve 40. Type valve element is arranged, and a fresh air intake step of sucking fresh air into the cylinder, a secondary air discharging step of discharging the sucked fresh air to the outside of the cylinder, and introducing the discharged secondary air to the intercooler. By providing a secondary air suction step of sucking into the cylinder after cooling to an appropriate temperature, the efficiency of intake and exhaust can be further enhanced.

It is needless to say that the present invention is not limited to the above-mentioned embodiments, and the embodiments may be appropriately changed within the scope of the technical idea described in each claim.

For example, in the above-described embodiment, an example in which the present invention is applied to a 6-cycle engine is shown, but the intake/exhaust structure of the present invention can also be applied to a 4-cycle engine. Further, the intake/exhaust structure of the present invention is not limited to the diesel engine shown in the above embodiment, but can be applied to a gasoline engine.

10 Fresh air intake valve (valve body)
13 sliding surface 14 port hole 15 first pushing surface 16 second pushing surface 20 secondary air discharge valve (valve body)
23 sliding surface 24 port hole 25 first pushing surface 26 second pushing surface 30 secondary air intake valve (valve body)
33 sliding surface 34 port hole 35 first pushing surface 36 second pushing surface 40 exhaust valve (valve body)
43 sliding surface 44 port hole 45 first pushing surface 46 second pushing surface 60 solenoid valve 61 rod member 62 caster 62a wheel 70 coil spring 80 stopper 103a, 103b shaft 105 cylinder head 111 fresh air intake port 112 secondary air discharge port 113 Secondary air intake port 114 Exhaust port

Claims (3)

A valve body having a port hole penetrating in a direction intersecting the axis, a sliding surface, a first pressing surface, and a second pressing surface,
An electromagnetic valve that has a rod member that pushes down the first pushing surface by a required distance according to the process of the engine, and that rotates the valve element to a position where the port hole is connected to the port of the cylinder head and is in an open state. ,
A coil spring that pushes down the second pushing surface when the pushing down of the rod member by the solenoid valve is released, and rotates the valve element to a position where the port is in a closed state;
An intake/exhaust structure for an engine, comprising: 2. The intake/exhaust structure for an engine according to claim 1, wherein a caster is attached to the tip of the rod member, and wheels of the caster are in contact with the first pushing surface. The intake/exhaust structure for an engine according to claim 1 or 2, further comprising: a stopper that is in contact with the first pressing surface and limits the amount of pressing down of the second pressing surface by the coil spring.

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