1249480 (1) 玖、發明說明 【發明所屬之技術領域】 本發明係關於機車的氣流管理，且特別是關於高性能 機車。並且，本發明係關於這種機車內的進氣路徑與排氣 路徑。 【先前技術】 在性能機車的技術中，將空氣在壓力不足下供應至燃 燒室內的衝壓空氣進氣管是早爲眾所週知的。然而，習知 系統卻具有無法有效率地恢復壓力的缺點。同時，他們也 限制了引擎在機車上的位置。在性能機車中，已知可提供 經調整之排氣管（也就是說他們具有最佳的長度）。然而， 習知的排氣管對於機車的流線造型上具有負面的衝擊之缺 點。 【發明內容】 因此，本發明的目的在於減輕部分的這些問題。 根據本發明，提供有一種機車，具有一進氣路徑，用 以經由機車前方附近的一孔而供應空氣至引擎上，此路徑 從該孔至一空氣箱大致上是直線的，而引擎的進氣管突伸 進該空氣箱內，該進氣管是被安裝在引擎的向前表面上。 將空氣經由一大致直線的路徑供應至空氣箱內’且接 著經由一安裝在前面的進氣管而供應至僅具有一個或一排 汽缸的引擎內，其能夠產生增進的衝壓空氣效果（亦即， -5 - 1249480 (2) 輸送到燃燒室內的壓力），因而導致來自引擎的較高峰値 動力，且同時在機車引擎的重心定位方面提供更大的彈性 。而且，汽缸蓋的有效反向（亦即，具有朝前的進氣口及 朝後的排氣口）可以在進氣口與排氣管之間維持著一定程 度的隔離，其可能導致在排氣管與進氣路徑中的空氣之間 有較少的熱傳導，而導致較稠密的加料氣體（charge)被輸 送至燃燒室內。 假如有超過一個汽缸的話，則最好這些汽缸被配置成 直線排列。對於每個汽缸來說，可以有分開的進氣管。 最好，該汽缸或每個汽缸的縱軸係朝向機車的後方（ 尾部）傾斜。例如，軸線可以向後傾斜在1 〇°與 2 5 °之間 ，或者最好在13°與15°之間。 汽缸的向後傾斜致使引擎的曲柄軸箱（及其內容物）的 質量能夠往前帶，其可以增進機車的操控性，特別是在加 速時，而同時在引擎的汽缸體前方能夠有可供大的空氣箱 之容積，其可以使可供引擎使用的空氣容積更加大、更滯 止，特別是在較低速時，因此會獲得更爲平順的功率曲線 及節氣閥反應。 最好，此進氣路徑包含一聚合部鄰近於此路徑的上游 端。此聚合部能沿著進氣路徑產生出均勻的空氣流動（以 及較少的紊流）。 進氣路徑最好能包含一發散部，最好是位於聚合部的 下游，如此可增加空氣箱中的壓力恢復效率。 發散部係以5 °與1 0 °之間的等效圓錐角度而發散， -6 - 1249480 (3) 較佳爲大約7 °的發散，這樣的發散角度可以使空氣箱內 的壓力恢復性達到最大。 最好，進氣路徑能通過機車的車頭架，其最好是發散 的，如此可產生更加直線的路徑到空氣箱，其也可以使壓 力恢復性更加有效率。 在進氣路徑通過車頭架之處，車頭架最好在機車的轉 向銷周圍包含一流線型整流片，設置這樣的整流片能減少 氣流中的紊流，其導致來自引擎更平順的節流閥反應。 當機車進行直線運動時，最好將孔設置在最高入射壓 力的一點上，這是因爲從這一點引進的空氣能夠在空氣箱 中產生較高的壓力，其導致來自引擎之較高的峰値動力。 空氣箱最好具有1 2升的容積，雖然也可以提供超過 5升、7.5升或10升的容積。 機車最好進一步在引擎的每個汽缸上包含一排氣管頭 ，係安裝在引擎的朝後表面上，此排氣管頭供給一從引擎 至消音器的排氣導管，此排氣導管係以其實際的整個長度 而位在相鄰於機車的座椅附近。 將排氣導管安排在機車座椅附近能使機車產生較小的 潮濕面積，導致較少的縱向阻力。其也可以減少機車的外 型面積，因而減少機車逆風的橫向阻力。亦可以單獨設置 如此重要的特點。 消音器最好是安裝在機車的尾部內到座椅的後方，如 此可以進一步降低阻力。 最好，引擎包含多個汽缸，每個汽缸均能供給個別的 -7- 1249480 (4) 排氣管頭與形成排氣導管一部分的排氣一次管，排氣一次 管皆以其實際的整個長度而位在相鄰於座椅承載構件附近 〇 排氣導管最好於消音器的上游處包含一二次管，一次 排氣管聚合進此二次管內。 機車最好包含多個消音器，各自被安裝在機車的尾部 內，排氣導管分歧至供給各消音器之個別的三次管內。 在上述情形中，排氣導管在折回朝向機車的前面之前 ，最好能延伸到至少兩消音器之間的位置，這可以取得致 使排氣管能夠被正確調整的足夠長度。 【實施方式】 進氣 圖1與圖2分別顯示機車裝上與拆除整流片的情形。 在圖2中，特別強調機車的引擎4的位置與姿勢。相較於 一般所接受的慣例，參考圖2很顯然可以看出本發明的引 擎4具有一反向的汽缸蓋。也就是說，引擎4的進氣孔（ 圖2中可以看見的節流閥本體與進氣喇叭口所裝配之處） 是面朝機車的前方，而排氣埠（此圖中未顯示出）面朝後方 。圖3、圖4與圖5則更加詳細地顯示引擎4。引擎具有 三個呈直線排列結構的汽缸6，每個汽缸係藉由個別的進 口喇叭口 8與節流閥本體1 0而提供有燃料/空氣混合物。 排氣孔1 2是設置在引擎4之一般朝後的表面上，而當引 擎被安裝在機車上時，排氣一次管被連接至這些排氣孔上 12494801249480 (1) Description of the Invention [Technical Field] The present invention relates to airflow management of locomotives, and more particularly to high performance locomotives. Moreover, the present invention relates to an intake path and an exhaust path in such a locomotive. [Prior Art] In the technology of the performance locomotive, it is known that the air is supplied to the ram air intake pipe in the combustion chamber under insufficient pressure. However, conventional systems have the disadvantage of not being able to restore stress efficiently. At the same time, they also limit the position of the engine on the locomotive. In performance locomotives, it is known to provide adjusted exhaust pipes (that is, they have the optimum length). However, conventional exhaust pipes have a negative impact on the streamlined shape of the locomotive. SUMMARY OF THE INVENTION Accordingly, it is an object of the present invention to alleviate some of these problems. According to the present invention, there is provided a locomotive having an intake path for supplying air to an engine via a hole in the vicinity of the front of the locomotive, the path from the hole to an air box being substantially straight, and the engine is advanced The trachea protrudes into the air box, which is mounted on the forward surface of the engine. Supplying air into the air box via a substantially straight path' and then supplying it to an engine having only one or a row of cylinders via a front mounted intake pipe, which is capable of producing an enhanced ram air effect (ie , -5 - 1249480 (2) The pressure delivered into the combustion chamber), resulting in higher peak power from the engine and at the same time providing greater flexibility in the center of gravity of the locomotive engine. Moreover, the effective reversal of the cylinder head (ie, having a forwardly facing intake port and a rearwardly directed exhaust port) may maintain a degree of isolation between the intake port and the exhaust pipe, which may result in a row There is less heat transfer between the air tube and the air in the air intake path, resulting in a denser charge being delivered into the combustion chamber. If there is more than one cylinder, it is preferable that the cylinders are arranged in a straight line. For each cylinder, there may be separate intake manifolds. Preferably, the longitudinal axis of the or each cylinder is inclined toward the rear (tail) of the locomotive. For example, the axis can be inclined rearward between 1 〇° and 2 5 °, or preferably between 13° and 15°. The backward tilting of the cylinder causes the quality of the engine's crankcase (and its contents) to be forwarded, which enhances the handling of the locomotive, especially during acceleration, while at the same time being available in front of the cylinder block of the engine. The volume of the air box, which allows the air used by the engine to be larger and more stagnation, especially at lower speeds, resulting in a smoother power curve and throttle response. Preferably, the air intake path includes an upstream end of the polymeric portion adjacent to the path. This polymer section produces a uniform air flow (and less turbulence) along the intake path. Preferably, the intake passage can include a diverging portion, preferably downstream of the polymeric portion, which increases the pressure recovery efficiency in the air tank. The divergence is diverging at an equivalent conical angle between 5 ° and 10 °, and the -6 - 1249480 (3) is preferably a divergence of approximately 7 °. This divergence angle allows the pressure recovery in the air box to reach maximum. Preferably, the intake path can pass through the head frame of the locomotive, which is preferably divergent, which results in a more straight path to the air box, which also makes the pressure recovery more efficient. Where the intake path passes through the headstock, the headstock preferably includes a first-class wire-type fairing around the steering pin of the locomotive. The provision of such a fairing reduces turbulence in the airflow, which results in a smoother throttle response from the engine. . When the locomotive is moving in a straight line, it is best to set the hole at a point of maximum incident pressure because the air introduced from this point can generate a higher pressure in the air box, which results in a higher peak from the engine. power. The air tank preferably has a volume of 12 liters, although it can also provide a volume of more than 5 liters, 7.5 liters or 10 liters. Preferably, the locomotive further includes an exhaust pipe head on each cylinder of the engine mounted on a rearward surface of the engine, the exhaust pipe head supplying an exhaust duct from the engine to the muffler, the exhaust duct system It is located adjacent to the seat of the locomotive with its actual entire length. Arranging the exhaust duct near the locomotive seat allows the locomotive to produce a smaller wet area, resulting in less longitudinal resistance. It also reduces the size of the locomotive, thus reducing the lateral resistance of the locomotive against the wind. It is also possible to set such an important feature separately. The silencer is preferably mounted in the rear of the locomotive to the rear of the seat, thus further reducing drag. Preferably, the engine contains a plurality of cylinders, each of which can supply an individual -7-1249480 (4) exhaust pipe head and an exhaust primary pipe forming part of the exhaust duct, the exhaust pipe being the actual whole The length is located adjacent to the seat carrying member. The exhaust duct preferably includes a secondary pipe upstream of the muffler, and the primary exhaust pipe is polymerized into the secondary pipe. Preferably, the locomotive includes a plurality of mufflers, each mounted in the tail of the locomotive, the exhaust ducts diverging into individual three tubes that are supplied to the mufflers. In the above case, the exhaust duct preferably extends to a position between at least two mufflers before being folded back toward the front of the locomotive, which can achieve a sufficient length to enable the exhaust pipe to be properly adjusted. [Embodiment] Air intake Fig. 1 and Fig. 2 respectively show the case where the locomotive is mounted and removed. In Fig. 2, the position and posture of the engine 4 of the locomotive are particularly emphasized. Compared to the generally accepted convention, it will be apparent from reference to Figure 2 that the engine 4 of the present invention has a reverse cylinder head. That is to say, the intake hole of the engine 4 (where the throttle body and the intake bell can be seen in Fig. 2) is facing the front of the locomotive, and the exhaust 埠 (not shown in this figure) Facing the rear. Figures 3, 4 and 5 show the engine 4 in more detail. The engine has three cylinders 6 arranged in a line, each cylinder being provided with a fuel/air mixture by means of an individual inlet flare 8 and a throttle body 10. The venting opening 12 is disposed on the generally rearward surface of the engine 4, and when the engine is mounted on the locomotive, the exhaust primary pipe is connected to the venting holes 1249480
。從圖3可以淸楚看見，汽缸6是相對於垂直方向以i 5。 的角度朝後方傾斜，且進氣喇叭口 8 —般是朝上。 圖6與圖7是圖丨與圖2所示的機車底盤16之立體 圖，而引擎4被安裝於其中。空氣進氣導管18係從底盤 前方向前延伸，在其後端上，進氣導管18被密封而緊靠 著底盤的車頭架20之前端（或上游端）。在此車頭架中形 成一通道’致使沿著此進氣導管1 8通過的空氣可以繼續 通過車頭架。在車頭架的下游處，在抵達空氣過濾器24( 如圖7所示）之前，空氣會先進入另一個導管的一短部22 ，係形成一充氣室或空氣箱26的入口。 參照圖8，當引擎4及空氣箱26兩者皆被安裝在底 盤16上時，引擎係倚著空氣箱中的一孔28而座落，且引 擎的進氣喇叭口 8會突伸進空氣箱體內。孔2 8是沿著喇 叭口的周圍而被密封起來，致使空氣無法從空氣箱經由孔 2 8而逸脫出來，除非是經由其中一個喇叭口 8。 現在參照圖1、圖6、圖7與圖9來更詳細說明進氣 通道，進氣導管1 8的前面開口端A是位於機車2之前整 流片3 0的最前端，也就是在當機車向前移動時空氣壓力 爲最大之處的位置。由於機車的前整流片3 0朝上向後傾 斜且從最前端朝後（爲了減少阻力），且爲了使不想要的逆 風阻力達最小，導管的開口端大致上呈現三角形（如圖9 所示）。然而，在導管接觸到車頭架之前不久’導管的剖 面形狀於B點逐漸會改變成矩形。在剖面從三角形變成矩 形的轉變期間，導管的剖面積從最前點A的8 700mm2稍 1249480 (6) 微減少，以便使氣流更加均勻。在點B，隨著等於約7 ° 的圓錐角度，剖面積開始增加（也就是繞著用以恢復壓力 的理論最佳角度），如此一來，在導管接觸軸承座的點C ( 距離點A200mm)之剖面積爲9000mm2。 參照圖9，車頭架20從點C延伸到點D，且在其前 與後表面之間具有矩形剖面的通道，此通道界定出從最前 面點A到空氣箱26之氣流路徑的一部分。機車的轉向心 軸32(見圖10)會從上到下通過此車頭架20，且一具有流 線型剖面的整流片3 4是圍繞著此心軸而設置，以便減少 因心軸對於通過車頭架的氣流所造成的分裂。圖1 1是底 盤16的前視圖，其顯示通過車頭架20的通道，且其中， 可以看見圍繞著轉向銷周圍的整流片3 4。 如上所述 '車頭架的上游端（點C)具有9000mm2的剖 面積，而下游端（從點A處開始爲400 mm)具有16000mm2 的剖面積。因此，車頭架本身形成一擴散器，亦具有大約 7 °的圓錐角度（在其他實施例中，點B與D之間的進氣路 徑爲一具有5°與1〇°間之圓錐角度的擴散器）。 緊接著在車頭架的下游處，空氣進入導管的急速膨脹 部22 ’其中’剖面積從點d的1 6000mm2增加至點E的 40000mm2，而點E是空氣抵達空氣過濾器24之處（點d 的下游140mm處）。空氣過濾器24(係爲一充滿油脂，安 裝在一銘網框架中的皺褶外科棉紗布過濾器）標示了通往 空氣箱26的入口，在空氣箱26的入口處，剖面積突然增 大’而空氣過濾器24就是用以減少在這一點處之渦流與 -10- -1249480 (7) 紊流的形成。 進氣導管從點B到點D的穩定分歧能夠增加送至空 氣箱內的空氣壓力，如此可導致很強的衝壓空氣效果，其 增加引擎的峰値動力。 空氣箱的容積爲12升。此相對大的容積連同充氣室 內的緩慢氣流有助於確保進入引擎內的空氣維持在相對固 定的壓力，也確保引擎的動力曲線是相當平順的。 圖1 2是一通過圖3到5中所示之引擎汽缸的剖面圖 ，其顯示藉由雙上凸輪軸4 0所驅動的單一進氣閥3 6與單 一排氣閥38(雖然在較佳實施例中每一汽缸具有兩個進氣 閥與兩個排氣閥）、燃燒室42和活塞44、節氣閥本體1 〇 和進氣喇叭口 8、及排氣管頭46。也可以看見個別的上和 下噴射器4 8,5 0,其中，上噴射器是與節氣閥本體同軸放 置，而下噴射器是放置在節氣閥本體的一璧內，位於蝶形 器5 2的下游處，且呈現一角度而使得它導引燃料於下游 方向上。藉由燃料軌道54來供應至每個噴射器，例如如 同由Magneti Marelli所製造的燃料軌道54。在其他實施 例中，例如主要用於道路使用的機車，一般每個汽缸可包 含單一噴射器（位於蝶形器下面）。 喇叭口與節氣閥本體的軸係和個別汽缸的軸呈49 $的 角度配置。以和個別汽缸的軸呈9 °的角度配置在這些軸 之間的是進氣閥（例如，如同由Dell West所製造的標準進 氣閥’特別的較佳貫施例進一步使用由D e 11 W e s t所製造 的閥板及/或閥彈簧，最好是由Kurt Kanffmann GmbH所 -11 - 1249480 (8) 製造的線圈閥彈簧）。在特別的較佳實施例中，係想要用 於賽車’閥是由鈦所製成的。每個汽缸的兩個進氣閥是呈 現平行結構。 在汽缸蓋的排氣側，排氣閥的軸是和汽缸的軸配置成 1 2 °的角度’汽缸的軸是和排氣埠的軸配置成6丨。的角度 。每個汽缸的這兩個排氣閥是呈現平行結構。 此特定實施例的其他不對稱的尺寸係如圖丨2所示， 例如’從汽缸軸到進氣與排氣凸輪軸的軸之間的徑向距離 (分別是31.8mm與45.4mm)，從關閉的閥3 6, 3 8之最低點 到平行於進氣孔與排氣孔的中心之汽缸軸的距離（分別爲 73.42mm與48mm)，介於活塞銷（當活塞是位於頂死點中 心時）與進氣閥與排氣閥3 6，3 8之間的徑向距離（分別是 9.83mm 與 15.72mm)。 要注意的是一些較佳實施例在各個汽缸上包含兩個進 氣閥及兩個排氣閥，且在上面之閥位置的討論中，所提到 之閥的軸係指軸通常在，舉例來說，藉由個別汽缸與個別 節氣閥本體的軸所界定之平面上的投影。 閥3 6，38是經由推桿，藉由雙上凸輪軸40來予以驅 動的’而雙上凸輪軸40本身是藉由齒輪而驅動自引擎的 曲柄軸。 閥3 6, 3 8的表面、汽缸蓋的一部分、活塞頂與汽缸 套筒一起界定出一燃燒室42，此燃燒室當被打開時係經 由個別的閥而與進氣及排氣埠相連通。在一較佳的實施例 中’燃燒室一般是半球形。在其他的較佳實施例中，燃燒 -12- 1249480. As can be seen from Fig. 3, the cylinder 6 is i 5 with respect to the vertical direction. The angle is inclined toward the rear, and the intake bell mouth 8 is generally upward. 6 and 7 are perspective views of the locomotive chassis 16 shown in Fig. 2 and Fig. 2, in which the engine 4 is mounted. The air intake duct 18 extends forward from the front of the chassis, and at its rear end, the intake duct 18 is sealed against the front end (or upstream end) of the headstock 20 of the chassis. Forming a passage in the headstock' causes air passing along the intake duct 18 to continue through the headstock. Downstream of the headstock, prior to reaching the air filter 24 (shown in Figure 7), air will first enter a short portion 22 of the other conduit to form an inlet for the plenum or air box 26. Referring to Figure 8, when both the engine 4 and the air box 26 are mounted on the chassis 16, the engine is seated against a hole 28 in the air box, and the intake bell 8 of the engine projects into the air. Inside the box. The aperture 28 is sealed along the circumference of the horn so that air cannot escape from the air box through the aperture 28 unless it passes through one of the bells 8. Referring now to Figures 1, 6, 7, and 9, the intake passage is described in more detail. The front open end A of the intake duct 18 is located at the foremost end of the fairing 30 before the locomotive 2, that is, when the locomotive is oriented The position where the air pressure is maximum when moving forward. Since the front fairing 30 of the locomotive is tilted upwards and backwards from the front end (to reduce drag), and in order to minimize unwanted upwind drag, the open end of the duct is generally triangular (as shown in Figure 9). . However, the cross-sectional shape of the catheter gradually changes to a rectangular shape at point B shortly before the catheter contacts the headstock. During the transition of the profile from a triangle to a rectangle, the cross-sectional area of the conduit is slightly reduced from 8 700 mm 2 to 1249480 (6) at the foremost point A to make the air flow more uniform. At point B, the section area begins to increase with a cone angle equal to about 7° (that is, around the theoretical optimum angle for restoring pressure), so that point C at the point where the conduit contacts the bearing housing (distance point A200mm) The sectional area is 9000mm2. Referring to Figure 9, the headstock 20 extends from point C to point D and has a rectangular cross-sectional passage between its front and rear surfaces that defines a portion of the airflow path from the foremost point A to the air box 26. The steering mandrel 32 (see FIG. 10) of the locomotive passes through the headstock 20 from top to bottom, and a fairing 34 having a streamlined profile is disposed around the mandrel to reduce the passage of the mandrel to the headstock. The split caused by the air current. Figure 11 is a front elevational view of the chassis 16 showing the passage through the headstock 20, and wherein the fairings 34 around the steering pin are visible. As described above, the upstream end of the headstock (point C) has a sectional area of 9000 mm2, and the downstream end (400 mm from the point A) has a sectional area of 16000 mm2. Thus, the headstock itself forms a diffuser that also has a cone angle of about 7° (in other embodiments, the air intake path between points B and D is a cone angle with a range of 5° and 1°°). Device). Immediately downstream of the headstock, the air enters the rapid expansion 22' of the conduit where the cross-sectional area increases from 1 6000 mm2 at point d to 40,000 mm2 at point E, while point E is where air reaches air filter 24 (point d Downstream 140mm). The air filter 24 (which is a pleated surgical cotton gauze filter filled with grease and mounted in a Mingwang frame) indicates the entrance to the air box 26, where the cross-sectional area suddenly increases at the entrance of the air box 26. 'The air filter 24 is used to reduce the turbulence at this point and the formation of -10--1249480 (7) turbulence. The stable divergence of the intake duct from point B to point D increases the air pressure delivered to the air box, which results in a strong ram air effect which increases the peak power of the engine. The air tank has a volume of 12 liters. This relatively large volume, along with the slow airflow in the plenum, helps to ensure that the air entering the engine is maintained at a relatively constant pressure and that the engine's power curve is fairly smooth. Figure 12 is a cross-sectional view through the engine cylinders shown in Figures 3 through 5 showing a single intake valve 36 and a single exhaust valve 38 driven by a double upper camshaft 40 (although preferred In the embodiment, each cylinder has two intake valves and two exhaust valves, a combustion chamber 42 and a piston 44, a throttle body 1 and an intake bell 8, and an exhaust pipe head 46. Individual upper and lower injectors 4,500 can also be seen, wherein the upper injector is placed coaxially with the throttle body and the lower injector is placed within a bore of the throttle body, located in the butterfly 52. Downstream, and at an angle such that it directs fuel in the downstream direction. It is supplied to each injector by a fuel rail 54, such as, for example, a fuel rail 54 manufactured by Magneti Marelli. In other embodiments, such as locomotives primarily used for road use, typically each cylinder may contain a single injector (located underneath the butterfly). The flare is at an angle of 49 $ with the shaft of the throttle body and the shaft of the individual cylinders. Arranged between these axes at an angle of 9° to the axis of the individual cylinders is an intake valve (for example, as a standard intake valve manufactured by Dell West). A particularly preferred embodiment is further used by D e 11 The valve plate and/or valve spring manufactured by West is preferably a coil valve spring manufactured by Kurt Kanffmann GmbH -11 - 1249480 (8). In a particularly preferred embodiment, it is intended that the racing valve is made of titanium. The two intake valves of each cylinder are in a parallel configuration. On the exhaust side of the cylinder head, the shaft of the exhaust valve is at an angle of 1 2 ° to the shaft of the cylinder. The shaft of the cylinder is arranged to be 6 和 with the shaft of the exhaust port. Angle . The two exhaust valves of each cylinder are in a parallel configuration. Other asymmetrical dimensions of this particular embodiment are shown in Figure 2, such as 'radial distance from the cylinder shaft to the axis of the intake and exhaust camshafts (31.8 mm and 45.4 mm, respectively), from The lowest point of the closed valve 3 6, 3 8 to the cylinder axis parallel to the center of the intake hole and the exhaust hole (73.42mm and 48mm respectively), between the piston pin (when the piston is at the top dead center) The radial distance between the intake valve and the exhaust valve 3 6,3 8 (9.83 mm and 15.72 mm, respectively). It is to be noted that some preferred embodiments include two intake valves and two exhaust valves on each cylinder, and in the discussion of the above valve position, the shaft of the valve is generally referred to as an axis, for example The projection on the plane defined by the axes of the individual cylinders and the individual throttle bodies. The valve 3 6,38 is driven by the double upper camshaft 40 via the push rod and the double upper camshaft 40 itself is driven by the gear from the crankshaft of the engine. The surface of the valves 3, 3 8 , a portion of the cylinder head, the piston crown and the cylinder sleeve together define a combustion chamber 42 that, when opened, communicates with the intake and exhaust ports via individual valves . In a preferred embodiment, the combustion chamber is generally hemispherical. In other preferred embodiments, the combustion -12-1249480
室一般是形成爲汽缸的一部分。在特別的較佳實施例中 火星塞是放置在燃燒室的頂部中央。 排氣 如上所述，且如圖2所示，引擎的汽缸蓋被有效地反 向，使得排氣管頭與其連結之排氣孔是位於引擎的朝後表 面上。三個一次排氣管延伸自排氣孔，而後在被合在一起 以形成單一二次管60之前，緊密地跟著座椅58的底側（ 參見圖1)，此二次管隨後在進入消音器62之前分叉爲二 。消音器被形成而使得它與後整流片64結合而形成一光 滑整齊的空氣動力次組件。 圖1 3至1 8更加詳細地顯示排氣系統。此排氣系統是 被安裝到機車的一座椅承載構件6 6上，座椅承載構件被 製造成整體碳纖維複合材質，其直接被安裝在機車的底盤 1 6上。 排氣系統的尾端是藉由一對安裝托架（未顯示）而被安 裝在座椅承載構件6 6的後尾部6 8上，而安裝托架從尾部 68向下垂且其連接至一對消音器62的各個上表面上。 如圖8與1 3所示，排氣系統包含三個分開的排氣一 次管5 6 ’每個均連接到引擎4的個別汽缸之排氣出口埠 ，其係直線排列的三個汽缸引擎。 由於引擎4的反轉汽缸蓋，所以排氣一次管5 6會從 引擎4的後面露出，在座椅承載構件6 6的翼樑之間。每 個排氣一次管5 6均從引擎4向上直接連接到機車2的後 -13- 1249480 (10) 面’且各自被局部封入於座椅承載構件66中，如圖1與 2所示。 特別從圖13與13A可以看出，一次排氣管56從引 擎順著蜿蜒或彎曲的路徑朝向三合一收集器或二次管6 0 ’以便使一次排氣管連接在一起。個別的一次排氣管5 6 被成形而被容納在座椅承載構件6 6內所界定的區域中。 一次排氣管56的長度，從安裝於引擎上的排氣管頭70 ( 圖13)至二次管60，是藉由引擎的性能規格來予以界定的 。如圖1 5所示，在一實施例中，適用於具有1 3 500rpm之 峰値動力的引擎，從連接至排氣管頭70的排氣輸出埠到 氣體連接點61(—次排氣管56會合之點）的中心線長度72 爲4 5 0 m m。在另一個實施例中，如圖1 6所示，適用於具 有 1 2000rpm之峰値動力的引擎，中心線長度 76爲 5 42mm 〇 一次排氣管5 6被設計爲各自具有相同的長度，以便 確保排氣能以如此之方式抵達二次管60，以便確保共同 使用二次管60的汽缸不會產生反壓。明確地說，相對於 先前與稍後來自其他汽缸的脈衝，來自各汽缸的各排氣脈 衝必須在正確的時間抵達氣體連接點。因此，必須使一次 排氣管5 6產生多重迴旋，以便確保他們能緊密貼著座椅 承載構件66上，而同時仍然具有所想要的相等長度72, 76 - 再次參照圖13，一熱擋板78(以虛線所示）係連接到 安裝浮凸部80上。此熱擋板78能夠使座椅承載構件66 -14- 1249480 (11) 以及機車騎士遮蔽掉來自一次排氣管5 6的熱輻射。 從圖1 3可以看見，熱擋板78是朝向機車2的後端而 變細，且局部包纒在一次排氣管5 6的周圍於一次排氣管 56連接至二次管60之處。熱擋板78是藉由碳纖維模製 成形，並且是耐熱的Kelvar襯底Gentex，而Gentex係和 碳纖維一起硬化。 參照圖13與14，在分成兩個分離的三次管82之前 ，二次排氣管本身摺回，且朝向機車2的前方延伸一小段 距離，而這些三次管會通過個別消音器62的末端板84中 之孔洞。在一實施例中，二次排氣管60的長度是3 3 8mm ，其外徑爲5 0.8 m m。 消音器62的外殼是由碳纖維複合材質所製成的，其 可以與Gentex熱擋板一起硬化，以便達成所需之適合於 和座椅承載構件66之尾部的流線型空氣動力形狀一致的 空氣動力形狀。消音器62的外壁也可以包括一 Kevlar襯 底層。在另一實施例中，打算用於更高性能的機車上，外 殼是由鈦合金所製成的。 特別參照圖18，從平面上來看，可以看出消音器62 的外殼形狀是如何和尾部6 8的錐形空氣動力線一致。此 外，從圖1 7與1 8中可以看出，後整流片64是被連接至 尾部68上，且消音器62被成形而能夠藉由該整流片64 而被封閉在上方且到側邊。 參照圖1 5，每個三次管8 2會進入個別的玻璃封裝消 音器62中，這些消音器是使用吸收法來減低聲音。因此 -15- (12) 1249480 ，如圖所示，消音器內的每個管子8 6均被穿孔且通過個 別消音器62的孔。在每個管子周圍的是一層吸收性玻璃 纖維隔絕物8 8，因此，排氣管會筆直通過每個內部管8 6 ，且當排氣中的壓力脈衝沿著每個管子8 6行進時’由於 排器會在消音器6 2內膨脹，導致排氣噪音之排氣中的壓 力脈衝至少會被局部吸收。每個管子8 6的穿孔部會以一 網狀物覆蓋著，以此方式，噪音會衰減到約1 02 dB。 在這樣的一個實施例中’從氣體連接點到內部排氣管 86中的穿孔開始處之間的中心線長度90是618mm。 在另一實施例中，如圖1 6所示’設有單一消音器62 ，且二次排氣管60在進入消音器之前不會分成三次管。 在此配置方式中，管子92與隔音室94的組合被用來抵消 排氣中至少局部的壓力脈衝，且因此得以減少排氣噪音。 在這樣的一個實施例中，單一消音器的長度大約是 3 2 0mm，此消音器的內壁是以具有不銹鋼鋼絲絨的穿孔薄 片幕來予以覆蓋起來，如此可有助於散熱且改善高頻損耗 。消音器中的噪音是被衰減至大約86dB ° 在一實施例中，消音器被安裝在座椅承載構件66的 上表面與下表面之間而存在有至少2 5 m m的間隙，如此可 容納2 0 m m厚的玻璃纖維熱檔板（以玻璃纖維D u r a b 1 a n k e t 的形式）。 排氣管典型上是由等級爲3 04的不鏽鋼所製造而成， 而一末端管配置9 4 (見圖1 8所示）是使用等級3 0 6不鏽鋼 所製造而成’因爲它較容易受到磨耗與撕裂。 -16- 1249480 (13) 圖1 9顯示上述安裝在機車上的排氣系統（特別參照圖 13)，一次排氣管56從引擎緊靠著座椅承載構件66的附 近向後方延伸到機車尾部6 8內的消音器6 2。 參照此圖及圖1，可以看出在機車的後方，外圍面積 很小。並非排氣管、消音器、懸吊零件、座椅或其他結構 零件的雜亂組裝，一次排氣管5 6從面朝後的排氣管頭緊 密地順著整體座椅承載構件6 6到位於機車尾部內的消音 器6 2。不僅是機車後方的側面積很小，而且後整流片與 排氣組件兩者也被謹慎設計來使不想要的空氣動力側向力 達最小。特別是，爲了減少機車上的扭轉力，因此將後輪 軸後面的側面積做得很小。 在從降低縱向方向上之阻力的觀點來看，.尾部組件將 理想地塡補機車騎士後方的低壓空洞，如此會使具有巨大 側面積的尾部產生很大的側向力。除了上述的實施例之外 ，在機車騎士後面設有一空洞，以便使外部面積達最小， 如此可顯著地增進特別是逆風時的操控性。 此外，後整流片64與消音器62被如此地成形以便使 後方揚升以及側向力達最小。 在此說明書（包含申請專利範圍）所揭示及/或圖形中所 顯示之各個特徵可以被結合入本發明，而與其他所揭示及 /或例舉之特徵無關。 此說明書中之”發明目的”的陳述係有關本發明之較佳 實施例，但並不需要所有之本發明的實施例皆落在申請專 利範圍之內。 -17- 1249480 (14) 【圖式簡單說明】 圖1與圖2分別顯示機車裝上與拆除外體面板的情形 圖3、圖4及圖5分別是圖1與圖2所示的機車內之 引擎的側視圖、前視圖與後視圖；The chamber is typically formed as part of a cylinder. In a particularly preferred embodiment the Mars plug is placed in the center of the top of the combustion chamber. Exhaust As described above, and as shown in Figure 2, the cylinder head of the engine is effectively reversed such that the venting port to which the exhaust pipe head is coupled is located on the rearward facing surface of the engine. The three primary exhaust pipes extend from the venting holes and then closely follow the bottom side of the seat 58 (see Figure 1) before being brought together to form a single secondary tube 60, which is then entered The silencer 62 is forked to two before. The muffler is formed such that it combines with the rear fairing 64 to form a smooth, aerodynamic sub-assembly. Figures 13 through 18 show the exhaust system in more detail. The exhaust system is mounted to a seat carrying member 66 of the locomotive, which is fabricated as an integral carbon fiber composite material that is mounted directly to the chassis 16 of the locomotive. The rear end of the exhaust system is mounted on the rear tail portion 68 of the seat carrying member 66 by a pair of mounting brackets (not shown), and the mounting bracket is depending from the tail portion 68 and is connected to a pair On each upper surface of the muffler 62. As shown in Figures 8 and 13, the exhaust system includes three separate exhaust primary tubes 5 6 ' each connected to an exhaust outlet port of an individual cylinder of the engine 4, which is a three-cylinder engine arranged in a line. Due to the reversed cylinder head of the engine 4, the exhaust primary pipe 56 will be exposed from the rear of the engine 4 between the spars of the seat carrying member 66. Each of the exhaust primary tubes 56 is directly connected upwardly from the engine 4 to the rear -13-1249480 (10) face of the locomotive 2 and is each partially enclosed in the seat carrier member 66, as shown in Figs. As can be seen in particular from Figures 13 and 13A, the primary exhaust pipe 56 runs from the engine along the meandering or curved path toward the three-in-one collector or secondary pipe 60' to connect the primary exhaust pipes together. The individual primary exhaust pipes 56 are shaped to be received in the area defined within the seat bearing member 66. The length of the primary exhaust pipe 56, from the exhaust pipe head 70 (Fig. 13) mounted on the engine to the secondary pipe 60, is defined by the performance specifications of the engine. As shown in FIG. 15, in one embodiment, it is suitable for an engine having a peak enthalpy power of 135 rpm, from an exhaust gas output connected to the exhaust pipe head 70 to a gas connection point 61 (a secondary exhaust pipe) The centerline length 72 of the 56 meeting point is 4 50 mm. In another embodiment, as shown in FIG. 16, for an engine having a peak power of 1 2000 rpm, the centerline length 76 is 5 42 mm. The primary exhaust pipes 56 are designed to have the same length, respectively. In order to ensure that the exhaust gas can reach the secondary pipe 60 in such a manner as to ensure that the cylinder in which the secondary pipe 60 is used in common does not generate a back pressure. Specifically, each exhaust pulse from each cylinder must arrive at the gas connection point at the correct time relative to previous and later pulses from other cylinders. Therefore, it is necessary to generate multiple turns of the primary exhaust pipe 56 to ensure that they can fit snugly against the seat carrier member 66 while still having the desired equal length 72, 76 - again with reference to Figure 13, a heat block A plate 78 (shown in phantom) is attached to the mounting embossment 80. This heat shield 78 enables the seat carrier members 66-14-1449480 (11) and the locomotive to shield the heat radiation from the primary exhaust pipe 56. As can be seen from Fig. 13, the heat shield 78 is tapered toward the rear end of the locomotive 2, and is partially wrapped around the primary exhaust pipe 56 at the point where the primary exhaust pipe 56 is connected to the secondary pipe 60. The heat shield 78 is molded by carbon fiber and is a heat-resistant Kelvar substrate Gentex, and the Gentex-based and carbon fibers are hardened together. Referring to Figures 13 and 14, before being separated into two separate tertiary tubes 82, the secondary exhaust tubes themselves are folded back and extend a small distance toward the front of the locomotive 2, and these three tubes pass through the end plates of the individual mufflers 62. The hole in 84. In one embodiment, the secondary exhaust pipe 60 has a length of 3 3 8 mm and an outer diameter of 5 0.8 m. The outer casing of the muffler 62 is made of a carbon fiber composite material that can be hardened together with the Gentex thermal baffle to achieve the desired aerodynamic shape suitable for the streamlined aerodynamic shape of the tail of the seat bearing member 66. . The outer wall of the muffler 62 may also include a Kevlar lining. In another embodiment, it is intended for use on higher performance locomotives, the outer casing being made of titanium alloy. Referring particularly to Figure 18, it can be seen from a plan view how the outer casing shape of the muffler 62 conforms to the tapered aerodynamic line of the tail portion 68. Further, as can be seen from Figs. 17 and 18, the rear fairing 64 is coupled to the tail portion 68, and the muffler 62 is shaped to be closed above and to the side by the fairing 64. Referring to Figure 15, each of the three tubes 8 2 will enter an individual glass package muffler 62 which uses an absorption method to reduce the sound. Thus -15-(12) 1249480, as shown, each tube 86 in the muffler is perforated and passes through the aperture of the individual muffler 62. Surrounding each tube is a layer of absorbent glass fiber insulation 8 8 such that the exhaust pipe will pass straight through each inner tube 8 6 and as the pressure pulses in the exhaust travel along each tube 86. Since the ejector will expand in the muffler 62, the pressure pulse in the exhaust gas causing the exhaust noise is at least partially absorbed. The perforations of each tube 86 are covered with a mesh, in such a way that the noise is attenuated to approximately 102 dB. In such an embodiment, the centerline length 90 between the gas connection point and the beginning of the perforation in the inner exhaust pipe 86 is 618 mm. In another embodiment, a single muffler 62 is provided as shown in Fig. 16, and the secondary exhaust pipe 60 is not divided into three tubes before entering the muffler. In this configuration, the combination of tube 92 and soundproof chamber 94 is used to counteract at least partial pressure pulses in the exhaust, and thus to reduce exhaust noise. In such an embodiment, the length of the single muffler is about 325 mm, and the inner wall of the muffler is covered with a perforated sheet curtain having stainless steel wool, which helps to dissipate heat and improve high frequency. loss. The noise in the muffler is attenuated to approximately 86 dB. In one embodiment, the muffler is mounted between the upper and lower surfaces of the seat carrier member 66 with a clearance of at least 25 mm so that it can accommodate 2 0 mm thick glass fiber heat shield (in the form of fiberglass D urab 1 anket). The exhaust pipe is typically made of stainless steel grade 3 04, and the end pipe arrangement 9 4 (shown in Figure 18) is made of grade 3 0.6 stainless steel 'because it is more susceptible Wear and tear. -16- 1249480 (13) Figure 1 shows the above-described exhaust system mounted on the locomotive (see Figure 13 for details). The primary exhaust pipe 56 extends rearward from the vicinity of the engine against the seat carrying member 66 to the rear of the locomotive. 6 8 silencer 6 2 . Referring to this figure and Figure 1, it can be seen that at the rear of the locomotive, the peripheral area is small. Not a messy assembly of exhaust pipes, silencers, suspension parts, seats or other structural components, the primary exhaust pipe 56 is located closely from the rearward exhaust pipe head along the integral seat bearing member 6 6 The silencer 6 2 in the tail of the locomotive. Not only is the side area behind the locomotive small, but both the rear fairing and the exhaust assembly are carefully designed to minimize unwanted aerodynamic lateral forces. In particular, in order to reduce the torsional force on the locomotive, the side area behind the rear axle is made small. From the standpoint of reducing the resistance in the longitudinal direction, the tail assembly will ideally fill the low pressure cavity behind the locomotive knight, thus causing a large lateral force on the tail with a large side area. In addition to the above-described embodiment, a hollow is provided behind the locomotive knight to minimize the external area, which significantly enhances handling particularly in the case of headwinds. Further, the rear fairing 64 and the muffler 62 are shaped such that the rear lift and the lateral force are minimized. The various features disclosed in and/or illustrated in the specification (including the scope of the claims) may be incorporated in the present invention, regardless of other disclosed and/or illustrated features. The statement of the "invention" in this specification is intended to be a preferred embodiment of the invention, but not all of the embodiments of the invention are intended to fall within the scope of the application. -17- 1249480 (14) [Simple description of the drawings] Figure 1 and Figure 2 show the situation in which the locomotive is mounted and removed from the outer panel. Figure 3, Figure 4 and Figure 5 show the locomotive shown in Figure 1 and Figure 2, respectively. Side view, front view and rear view of the engine;
圖6與圖7是立體圖，顯示圖1與圖2的機車底盤， 並顯示進氣導管、空氣過濾器與空氣箱； 圖8是圖1與圖2所示的機車之平面圖，其中去除了 油箱與散熱器； 圖9顯示圖1與圖2所示的機車之進氣路徑的連續剖 面； 圖1 〇顯示圖1與圖2所示的機車之駕駛銷，包含銷 周圍的一整流片；Figure 6 and Figure 7 are perspective views showing the locomotive chassis of Figures 1 and 2, and showing the intake duct, the air filter and the air box; Figure 8 is a plan view of the locomotive shown in Figures 1 and 2, in which the fuel tank is removed Figure 9 shows a continuous section of the intake path of the locomotive shown in Figures 1 and 2; Figure 1 shows the driving pin of the locomotive shown in Figures 1 and 2, including a commutator piece around the pin;
圖11是一前視圖，顯示圖6與圖7中的底盤，其中 去除了導管與空氣箱，且顯示駕駛銷整流片的位置； 圖12是一剖面圖，顯示圖3至圖5內的引擎之汽缸 蓋； 圖13是一立體圖，顯示圖1與圖2中的機車之排氣 系統； 圖1 3 A是一立體圖，顯示圖1 3中的排氣系統之一次 排氣管； 圖1 4是一立體圖，顯示圖1 3中的排氣系統之二次排 氣管、消音器與尾端管； -18- 1249480 (15) 圖1 5顯示圖1 3中的排氣系統； 圖1 6顯示僅具有一消音器的二次排氣系統； 圖1 7是一後視圖，顯示圖1與圖2中的機車之尾部 ，其具有圖1 3所示的排氣系統，且顯示消音器的位置； 圖1 8是一底視圖’顯不圖1 7中的尾部；及 圖1 9顯示圖1 3中的機車內之排氣系統。 主要元件對照表 4 :引擎 6 :汽缸 8 :進氣喇叭口 1 0 :油門本體 1 2 :排氣孔 18 :進氣導管 2 0 :車頭架 22 :短部 24 :空氣過濾器 26 :空氣箱 28 :孔 1 6 :底盤 3 〇 :前整流片 3 2 :駕駛心軸 3 4 :整流片 36 :進氣閥 -19- 1249480 (16) 38 ： 40 ： 42 ： 4 4 ·· 48 ： 50 ： 46 ： 5 2 ·· 54 ： 58 ： 6 2 ·· 64 ： 60 ： 66 ： 6 8 ·· 5 6 ： 72 ： 70 ： 76 ： 78 ： 80 ： 82 : 86 : 88 : 排氣閥 凸輪軸 燃燒室 活塞 上注射器 下注射器 排氣管頭 蝶形器 燃料軌道 座椅 消音器 後整流片 二次管 座椅承受構件 尾部 一次排氣管 長度 排氣管頭 長度 熱擋板 安裝浮凸 三次排氣管 管子 吸收性玻璃纖維隔絕物 -20 1249480 (17) 90 :長度 92 :管子 94 :隔音室Figure 11 is a front elevational view showing the chassis of Figures 6 and 7, with the conduit and air box removed, and showing the position of the drive pin commutator; Figure 12 is a cross-sectional view showing the engine of Figures 3 through 5. Figure 13 is a perspective view showing the exhaust system of the locomotive of Figures 1 and 2; Figure 1 3 A is a perspective view showing the primary exhaust pipe of the exhaust system of Figure 13; Figure 14 Is a perspective view showing the secondary exhaust pipe, muffler and tail pipe of the exhaust system in Fig. 13; -18-1249480 (15) Fig. 15 shows the exhaust system in Fig. 13; Fig. 1 6 A secondary exhaust system having only one muffler is shown; Fig. 17 is a rear view showing the tail of the locomotive of Figs. 1 and 2, having the exhaust system shown in Fig. 13 and showing the muffler Figure 1 is a bottom view 'not showing the tail in Figure 17; and Figure 19 shows the exhaust system in the locomotive of Figure 13. Main components comparison table 4: Engine 6: Cylinder 8: Intake bell port 1 0: Throttle body 1 2 : Exhaust hole 18: Intake duct 2 0: Head frame 22: Short part 24: Air filter 26: Air box 28: Hole 1 6 : Chassis 3 〇: Front fairing 3 2 : Driving mandrel 3 4 : Rectifier 36 : Intake valve -19- 1249480 (16) 38 : 40 : 42 : 4 4 ·· 48 : 50 : 46 : 5 2 ·· 54 : 58 : 6 2 ·· 64 : 60 : 66 : 6 8 ·· 5 6 : 72 : 70 : 76 : 78 : 80 : 82 : 86 : 88 : Exhaust valve camshaft combustion chamber Piston on the syringe under the syringe exhaust pipe head butterfly fuel rail seat silencer rear rectifier plate secondary tube seat bearing member tail one exhaust pipe length exhaust pipe length heat baffle installation embossed three exhaust pipe pipe Absorbent Glass Fiber Isolator-20 1249480 (17) 90: Length 92: Pipe 94: Soundproof Room