CN114592966B - All-air scavenging engine - Google Patents
All-air scavenging engine Download PDFInfo
- Publication number
- CN114592966B CN114592966B CN202210508999.5A CN202210508999A CN114592966B CN 114592966 B CN114592966 B CN 114592966B CN 202210508999 A CN202210508999 A CN 202210508999A CN 114592966 B CN114592966 B CN 114592966B
- Authority
- CN
- China
- Prior art keywords
- air
- cylinder
- scavenging
- gas
- point
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
- 230000002000 scavenging effect Effects 0.000 title claims abstract description 176
- 239000007789 gas Substances 0.000 claims abstract description 98
- 239000010687 lubricating oil Substances 0.000 claims abstract description 32
- 229910000831 Steel Inorganic materials 0.000 claims description 25
- 239000010959 steel Substances 0.000 claims description 25
- 239000000446 fuel Substances 0.000 claims description 21
- 238000009826 distribution Methods 0.000 claims description 15
- 238000000034 method Methods 0.000 claims description 12
- 230000000149 penetrating effect Effects 0.000 claims description 4
- 239000000567 combustion gas Substances 0.000 claims description 2
- 239000010705 motor oil Substances 0.000 claims 1
- 239000002737 fuel gas Substances 0.000 abstract description 35
- 238000002485 combustion reaction Methods 0.000 abstract description 18
- 230000001965 increasing effect Effects 0.000 abstract description 13
- 230000002708 enhancing effect Effects 0.000 abstract description 2
- 239000002912 waste gas Substances 0.000 description 14
- 238000010586 diagram Methods 0.000 description 8
- 230000006698 induction Effects 0.000 description 8
- 238000002156 mixing Methods 0.000 description 7
- 230000008569 process Effects 0.000 description 7
- 239000000295 fuel oil Substances 0.000 description 6
- 238000005461 lubrication Methods 0.000 description 5
- 230000000087 stabilizing effect Effects 0.000 description 5
- 238000005516 engineering process Methods 0.000 description 4
- 230000006872 improvement Effects 0.000 description 4
- 239000000203 mixture Substances 0.000 description 4
- 238000005119 centrifugation Methods 0.000 description 3
- 239000003344 environmental pollutant Substances 0.000 description 3
- 238000002347 injection Methods 0.000 description 3
- 239000007924 injection Substances 0.000 description 3
- 239000003921 oil Substances 0.000 description 3
- 231100000719 pollutant Toxicity 0.000 description 3
- 238000004458 analytical method Methods 0.000 description 2
- 230000009286 beneficial effect Effects 0.000 description 2
- 239000000919 ceramic Substances 0.000 description 2
- 239000011248 coating agent Substances 0.000 description 2
- 238000000576 coating method Methods 0.000 description 2
- 239000002131 composite material Substances 0.000 description 2
- 238000005520 cutting process Methods 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 230000001050 lubricating effect Effects 0.000 description 2
- 239000000463 material Substances 0.000 description 2
- 238000003860 storage Methods 0.000 description 2
- 239000010689 synthetic lubricating oil Substances 0.000 description 2
- OKTJSMMVPCPJKN-UHFFFAOYSA-N Carbon Chemical compound [C] OKTJSMMVPCPJKN-UHFFFAOYSA-N 0.000 description 1
- 239000004215 Carbon black (E152) Substances 0.000 description 1
- UGFAIRIUMAVXCW-UHFFFAOYSA-N Carbon monoxide Chemical compound [O+]#[C-] UGFAIRIUMAVXCW-UHFFFAOYSA-N 0.000 description 1
- 230000015572 biosynthetic process Effects 0.000 description 1
- 229910052799 carbon Inorganic materials 0.000 description 1
- 229910002091 carbon monoxide Inorganic materials 0.000 description 1
- 230000008859 change Effects 0.000 description 1
- 238000006243 chemical reaction Methods 0.000 description 1
- 230000008021 deposition Effects 0.000 description 1
- 239000003502 gasoline Substances 0.000 description 1
- 238000003306 harvesting Methods 0.000 description 1
- 229930195733 hydrocarbon Natural products 0.000 description 1
- 150000002430 hydrocarbons Chemical class 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 230000007246 mechanism Effects 0.000 description 1
- CSJDCSCTVDEHRN-UHFFFAOYSA-N methane;molecular oxygen Chemical compound C.O=O CSJDCSCTVDEHRN-UHFFFAOYSA-N 0.000 description 1
- 238000002360 preparation method Methods 0.000 description 1
- 239000002699 waste material Substances 0.000 description 1
Images
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B25/00—Engines characterised by using fresh charge for scavenging cylinders
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B33/00—Engines characterised by provision of pumps for charging or scavenging
- F02B33/32—Engines with pumps other than of reciprocating-piston type
- F02B33/34—Engines with pumps other than of reciprocating-piston type with rotary pumps
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B77/00—Component parts, details or accessories, not otherwise provided for
- F02B77/08—Safety, indicating, or supervising devices
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Supercharger (AREA)
Abstract
The invention discloses a full-air scavenging engine, which comprises a crankcase (1), a cylinder (2), a gas passage (3) communicated with the crankcase (1) and the cylinder (2), and a scavenging air passage (21) communicated with the cylinder (2), wherein one end of the scavenging air passage (21) communicated with the interior of the cylinder (2) is defined as: an air scavenging port (210); one end of the gas passage (3) communicating with the inside of the cylinder (2) is defined as: a gas port (30); the lowest projection point of the air scavenging port (210) on the upper and lower axes of the cylinder (2) is higher than the highest projection point of the combustion port (30) on the upper and lower axes of the cylinder (2). The engine to which the present invention relates operates in an all air scavenging mode. The scavenging amount is enhanced by enhancing scavenging time by increasing the height of the air scavenging port, and the scavenging amount is enhanced by increasing scavenging pressure by an external supercharger; by increasing the concentration of the first stage fuel gas, the combustion amount of the lubricating oil is unexpectedly reduced.
Description
Technical Field
The invention relates to the technical field of engines, in particular to a full-air scavenging engine.
Background
The two-stroke piston engine has the advantages of large power per liter, simple mechanism, light weight, low manufacturing cost and the like, and is widely applied to the industries of agriculture and forestry, fire fighting and the like.
However, the air intake and exhaust modes and structures of the engine can cause the problems of high emission pollution level, high oil consumption, lubricating oil combustion and the like, and the application space of the engine is greatly limited.
The traditional two-stroke piston engine consists of a crankcase and a cylinder, wherein a crankshaft is arranged in the crankcase, a piston reciprocates up and down in the cylinder, a connecting rod is connected with the crankshaft and the piston, the crankcase and the cylinder are communicated through a gas channel, and an exhaust channel is also arranged on the cylinder. In this configuration, the concentrations of the combustion gas in the crankcase and the cylinder are the same. After the piston moves upwards, the fuel gas in the cylinder is ignited, the piston starts to move downwards, when the unsealing section of the piston passes through the fuel gas channel and is positioned at the fuel gas port of the cylinder, the fuel gas is sprayed into the cylinder through the fuel gas port, new fuel gas extrudes waste gas, and the waste gas is discharged after being exhausted, wherein the process is called as fuel gas scavenging. In the mode, part of new fuel gas is discharged together with the waste gas to pollute the atmosphere, and part of the waste gas is not discharged to influence the work of the engine, so that the problems of insufficient combustion, carbon deposition and the like are caused.
In order to solve the problem, in the prior art, a stratified scavenging engine is mostly proposed, such as CN104500211A, and an air scavenging part is added, the air scavenging part comprises an air scavenging passage and an air scavenging port corresponding to the air scavenging passage, the height of the air scavenging port is almost consistent with that of the existing gas port, and the spatial positions of the air scavenging passage and the gas passage can be interchanged; meanwhile, the technology also utilizes the fact that the diaphragm is arranged in the engine and forms an air storage cavity with the inner wall, and the volume change of the air storage cavity caused by the deformation of the diaphragm is only 10% -50% of the volume of the air cylinder, so that air smaller than the general volume can be provided for the air cylinder for scavenging. The purpose of this design is: so that the gas and air simultaneously scavenge the exhaust gases. The air filled in the design is only 10-50% of the volume of the cylinder, and the scavenging can not be completed by completely replacing fuel gas. Still, some gas leakage and some exhaust gas remaining in the cylinder may result, which may only partially reduce the short circuit loss of gas.
Disclosure of Invention
The invention aims to provide an all-air scavenging engine, which is used for realizing the all-exhaust of waste gas and avoiding gas leakage, uses air to carry out all-scavenging and does not participate in scavenging.
In order to solve the technical problem, the invention adopts the following scheme:
an all-air scavenging engine comprises a crankcase, a cylinder, a gas passage communicated with the crankcase and the cylinder, and a scavenging air passage communicated with the cylinder,
one end of the scavenging air passage communicating with the inside of the cylinder is defined as: an air scavenging port;
one end of the gas passage communicating with the inside of the cylinder is defined as: a gas port;
the lowest projection point of the air scavenging port on the upper and lower axes of the cylinder is higher than the highest projection point of the gas port on the upper and lower axes of the cylinder.
In order to realize full air scavenging, the fuel gas does not participate in scavenging, therefore, the invention completely improves the spatial position of the air scavenging port to be above the fuel gas port, the air scavenging port and the fuel gas port do not have intersection on the stroke, wherein, the lowest projection point of the air scavenging port on the upper and lower axes of the cylinder is higher than the highest projection point of the gas port on the upper and lower axes of the cylinder, namely, the air scavenging port is completely positioned above the gas port, because the scavenging stroke is in the process that the piston is from top to bottom, therefore, the air scavenging port is completely arranged above the gas port, so that the air can firstly scavenge the waste gas in the cylinder, the air scavenging port is completely arranged above the gas port, so that the stroke interval of air scavenging can be increased, and the scavenging time is correspondingly increased, so that the scavenging air with the stroke and time being more than or equal to the volume of the cylinder can be introduced. When the piston travels to the gas port, the air completely sweeps out the waste gas, so that new gas can be introduced only by cutting off the supply of the air. In this scheme, improve the position height of air scavenging port, can reach the purpose that only relies on air scavenging, improve the time of air scavenging simultaneously. Therefore, the invention is not a design of layered scavenging, and the traditional layered scavenging utilizes simultaneous or segmented scavenging of air and fuel gas, i.e. both air and fuel gas participate in scavenging. The invention uses air to completely scavenge, and the fuel gas does not participate in the scavenging of waste gas.
From the above analysis, it can be seen that the present invention is improved from the position first, so as to obtain the improvement of scavenging time, thereby achieving the purpose of scavenging completely by air. However, when the rotating speed is high, the time improvement effect is not obvious, the time of the piston passing through the air scavenging port is shortened due to the increase of the rotating speed, and in order to introduce sufficient air, the air distribution assembly is adopted to provide scavenging air for the air cylinder. Because the invention is supposed to realize the full air scavenging, the air distribution assembly is required to realize enough large air amount for single air inlet, and therefore, the invention also comprises the air distribution assembly which is communicated with the air channel for scavenging, and the air distribution assembly is configured as follows: the single energy is the air supply device which can provide the air quantity which is larger than or equal to the volume of the air cylinder.
Specifically, in order to provide the air of the target air amount, the present invention proposes a supercharger, which increases air pressure by the supercharger, and the pressure is set to: it is possible to let in a pressure which is larger than or equal to the air volume of the cylinder in a certain high rotating speed and a unit scavenging time.
The distribution subassembly includes: a series-connected air valve and a supercharger; the end of the scavenging air channel communicated with the air distribution assembly is defined as follows: the air valve is communicated with the air outer port and the supercharger;
the supercharger is configured to: a high pressure device capable of providing a cylinder with a volume of gas greater than or equal to the volume of the cylinder at a single time.
Here, it should be noted that: the object of the invention is to increase a high-pressure booster, which is not achieved by the diaphragm-type gas supply cited in the background of the invention. Thus, superchargers to which the invention is limited are typically: and the high-pressure supercharger is externally arranged in the forms of axial flow, centrifugation, Roots and the like. The pressure value cannot be well normalized due to the different cylinder volumes of each engine, but the corresponding lower pressure limit value can be obtained on the basis that the volume is greater than or equal to the cylinder volume.
For example: the outlet pressure of the supercharger is configured to: not less than 0.2 MPa.
An air pressure stabilizing container is arranged on a path of the air valve communicated with the supercharger.
Furthermore, because the air scavenging port is completely higher than the gas port, the opening state of the air scavenging port and the opening state of the gas port are interfered, so that the reasonable opening time and closing time of the air scavenging port are set and need to be considered again. The invention provides a magnetic induction technology, wherein magnetic steel is embedded in a crankshaft, a TS point sensor and a TC point sensor which are Hall elements are arranged, and the magnetic steel is induced by the TS point sensor and the TC point sensor, so that an air scavenging port is completely higher than a gas port, the TS point sensor needs to be arranged higher than the TC point sensor, a controller controls to open an air valve according to the induction signal of the TS point sensor, and the controller controls to close the air valve according to the induction signal of the TC point sensor, so that:
further comprising:
a piston reciprocating along the upper and lower axes of the cylinder;
the crankshaft is arranged in the crankcase, and the connecting rod is connected with the crankshaft and the piston;
magnetic steel is embedded in the crankshaft;
a TS point sensor and a TC point sensor are arranged on the outer wall of the crankcase;
the projection points of the TS point sensor induction magnetic steel points on the upper and lower axes of the cylinder are higher than the projection points of the TC point sensor induction magnetic steel points on the upper and lower axes of the cylinder;
further comprising:
and the central controller outputs a control signal for controlling the air valve to be opened when acquiring the sensing signal of the TS point sensor, and outputs a control signal for controlling the air valve to be closed when acquiring the sensing signal of the TC point sensor.
Further, the TS point sensor and the TC point sensor may be located in four cases:
when the projection point of the unsealing section of the piston on the upper and lower axes of the cylinder moves to the air opening whole-position point or the highest projection point of the air scavenging port on the upper and lower axes of the cylinder, the position of the outer wall of the crankcase closest to the magnetic steel is the Star point, and the TS point sensor is configured at the Star point;
when the projection point of the unsealing section of the piston on the upper and lower axes of the cylinder moves to the lowest projection point of the air scavenging port on the upper and lower axes of the cylinder or the highest projection point of the gas port on the upper and lower axes of the cylinder, the position of the outer wall of the crankcase closest to the magnetic steel is a Close point, and the TC point sensor is configured at the Close point;
the air-starting setting point is arranged above the highest projection point of the air scavenging port on the upper and lower axes of the cylinder.
When the projection point of the unsealing section of the piston on the upper and lower axes of the cylinder moves to the opening setting point, the opening setting point is arranged above the highest projection point of the air scavenging port on the upper and lower axes of the cylinder, the position of the outer wall of the crankcase closest to the magnetic steel is the Star point, and the TS point sensor is arranged at the Star point. The design enables air to enter the scavenging air passage in advance, and then high-pressure air can directly enter the cylinder through the scavenging air passage when the projection point of the unsealing section of the piston on the upper and lower axes of the cylinder moves to the highest projection point of the air scavenging port on the upper and lower axes of the cylinder. The process is a pre-charging design, so that when the air scavenging port is opened by the piston, air in a high-pressure state can be released to enter the cylinder, and the scavenging effect is improved.
Further, the method also comprises the following steps:
an exhaust passage penetrating the cylinder;
one end of the exhaust passage communicating with the inside of the cylinder is defined as: an exhaust port;
the projection sections of the air scavenging port on the upper and lower axes of the cylinder are at least partially intersected with the projection sections of the exhaust port on the upper and lower axes of the cylinder;
the projection sections of the gas ports on the upper and lower axes of the cylinder and the projection sections of the exhaust ports on the upper and lower axes of the cylinder at least partially intersect.
In a further aspect of the present invention,
further comprising:
the gas pipe that link up the crankcase, dispose the one-level gas that provides through the gas pipe in the crankcase, dispose lubricating oil in the crankcase, the air-fuel ratio of one-level gas is less than the required air-fuel ratio of cylinder operating condition, and the gas concentration of one-level gas is greater than the gas concentration when the required air-fuel ratio of cylinder operating condition promptly.
Unexpected harvest: because the invention designs the full air scavenging, wherein the gas does not participate in the scavenging, when the gas enters, only fresh air exists in the space in the cylinder, therefore, because the occupied ratio of the fresh air is large, if the concentration of the gas in the existing crankcase is not changed, the gas in the crankcase enters the cylinder and needs to be secondarily mixed with the air, the air-fuel ratio in the cylinder cannot reach the air-fuel ratio required by the operation, therefore, the invention needs to further improve the concentration of the gas (primary gas) in the crankcase, and the concentration after secondary mixing is improved. Therefore, the invention also carries out the treatment of increasing the concentration of the fuel gas in the crankcase. Because the demand of the engine for the lubricating oil is relatively fixed, the condition that more premixed fuel oil enters the crankcase means that the proportion of the fuel oil and the lubricating oil is reduced in the same proportion, but the amount of the lubricating oil entering the crankcase is not reduced, the lubricating oil entering the crankcase keeps the level required for providing normal lubrication, most parts of the two-stroke engine needing lubrication are positioned at the lower part of a piston ring and in the crankcase, and the lubricating effect is not reduced due to the increase of the concentration of the fuel oil. After the mixed gas with the high-concentration equal lubricating oil amount ratio is sprayed into the cylinder body and is secondarily mixed with air, the mixed gas with the high-concentration equal lubricating oil amount ratio is diluted by the air, at the moment, the lubricating oil is also diluted equivalently, the lubricating oil amount entering the cylinder is reduced, and pollutants caused by the combustion of the lubricating oil are correspondingly reduced during combustion. The method specifically reduces the amount of lubricating oil to be fed into the cylinder to participate in combustion, and the materials of the cylinder, the piston and the piston ring, the working temperature of an engine and the quality of the used lubricating oil exist, for example, the ceramic composite coating cylinder and the fully synthetic lubricating oil with higher viscosity grade can realize 1: a secondary mixing ratio of 5, meaning that the oil participating in combustion will be 20% of that of a conventional two-stroke engine, therefore the present invention unexpectedly reduces the proportion of oil participating in combustion.
The fuel gas is a mixed gas containing fuel gas.
Furthermore, the scavenging air passage is obliquely arranged, and the intersection point of the axis of the scavenging air passage and the upper and lower axes of the cylinder is positioned at the spatial center of the cylinder.
Beneficial promotion:
1. the air completely sweeps the waste gas in the cylinder body, so that the power of the engine is improved;
2. combustible mixed gas is no longer used as a scavenging medium, the escape phenomenon of the mixed gas is eliminated, and the fuel economy of the engine is improved;
3. less lubricating oil participates in combustion, the flame propagation speed is increased, and the heat conversion efficiency is improved;
4. less lubricating oil participates in combustion, the waste gas pollution caused by the combustion of the lubricating oil is greatly reduced, and the economical efficiency is improved;
5. fresh air is injected in the scavenging process, and the fuel which is not burnt at the tail end is completely oxidized and burnt again, so that the emission of carbon monoxide, hydrocarbon and carbon oxygen compound is reduced;
6. the high-pressure scavenging can make the cylinder body deeper, is beneficial to the development of a long-stroke two-stroke engine, and improves the torque of the engine and the torque characteristic of the engine.
Drawings
FIG. 1 is a schematic structural diagram of the present invention.
FIG. 2 is a schematic diagram of engine operation during a pre-charge phase.
FIG. 3 is a schematic representation of engine operation during a scavenging phase.
FIG. 4 is a schematic diagram of a two-stage hybrid phase engine operation.
FIG. 5 is a schematic diagram of a pre-charge stage model.
Fig. 6 is a schematic diagram of the piston between travel to point a and point B.
Fig. 7 is a schematic diagram of the piston running to point B.
Fig. 8 is a schematic diagram of the piston travel to point C.
Fig. 9 is a schematic diagram of the piston travel to point D.
The reference numerals in the figures are denoted respectively by:
1. a crankcase, 11, a gas pipe, 12, a crankshaft, 13, a connecting rod, 111, an air inlet valve, 112, a fuel nozzle, 113, a throttle servo, 114, a throttle opening sensor, 115, a throttle, 131, a TS point sensor, 132, a TC point sensor, 133 and a rotating speed sensor;
2. a cylinder 21, a scavenging air passage 210, an air scavenging port 22, an exhaust passage 220, an exhaust port 23, a temperature sensor 24, a spark plug 211, an air valve 212, an air pressure stabilizing container 213, an air pressure sensor 214, a supercharger 215 and an air filter;
3. a gas passage; 30. a gas port;
4. a piston.
Detailed Description
The present invention will be described in further detail with reference to examples and drawings, but the present invention is not limited to these examples.
Example 1
Referring to figures 1-9:
an all-air scavenging engine. Wherein, the crankcase 1 is provided with a gas pipe 11 which provides gas for the crankcase. At this time, the gas pipe is provided with: the air intake valve 111, the fuel nozzle 112, the throttle servo 113, the throttle opening sensor 114 and the throttle valve 115 realize primary mixing of air and fuel to obtain primary fuel gas, and the principle and the structural relationship of the part are the prior art and are not described again.
The structure of the invention is improved as follows:
an all-air scavenging engine comprises a crankcase 1, a cylinder 2, a gas passage 3 communicating the crankcase 1 and the cylinder 2, a scavenging air passage 21 passing through the cylinder 2,
one end of the scavenging air passage 21 communicating with the inside of the cylinder 2 is defined as: an air scavenging port 210;
one end of the gas passage 3 communicating with the inside of the cylinder 2 is defined as: a gas port 30;
the lowest projection point of the air scavenging port 210 on the upper and lower axes of the cylinder 2 is higher than the highest projection point of the gas port 30 on the upper and lower axes of the cylinder 2.
In order to realize full air scavenging, fuel gas does not participate in scavenging, and therefore, the spatial position of the air scavenging port 210 is improved, wherein the lowest projection point of the air scavenging port 210 on the upper and lower axes of the cylinder 2 is higher than the highest projection point of the fuel gas port 30 on the upper and lower axes of the cylinder 2, in a popular view, namely, the air scavenging port 210 is completely positioned above the fuel gas port 30, and the scavenging stroke is in the process that a piston is from top to bottom, therefore, the air scavenging port 210 is completely arranged above the fuel gas port 30, so that air can firstly scavenge the waste gas in the cylinder, and the air scavenging port 210 is completely arranged above the fuel gas port 30, so that the stroke interval of air scavenging can be increased, the scavenging time is correspondingly increased, and the scavenging air with enough stroke and time is introduced into the scavenging air with the volume larger than or equal to the volume of the cylinder. When the piston travels to the gas port, the air completely sweeps out the waste gas, so that new gas can be introduced only by cutting off the supply of the air. In this scheme, improve the position height that the gas port was swept to the air, can reach the purpose that only relies on the air to sweep, improve the time that the air was swept simultaneously. Therefore, the invention is not a design of layered scavenging, and the traditional layered scavenging utilizes simultaneous or segmented scavenging of air and fuel gas, i.e. both air and fuel gas participate in scavenging. The invention uses air to scavenge completely, and the fuel gas does not participate in the scavenging of waste gas.
From the above analysis, it can be seen that the present invention is improved from the position first, so as to obtain the improvement of scavenging time, thereby achieving the purpose of scavenging completely by air. However, when the rotating speed is high, the time improvement effect is not obvious, the time of the piston passing through the air scavenging port is shortened due to the increase of the rotating speed, and in order to introduce sufficient air, the air distribution assembly is adopted to provide scavenging air for the air cylinder. Because the invention is supposed to realize the full air scavenging, the air distribution assembly is required to realize enough large air amount for single air inlet, and therefore, the invention also comprises the air distribution assembly which is communicated with the scavenging air passage 21 and is configured as follows: the single energy is an air supply apparatus that supplies the cylinder 2 with an amount of air greater than or equal to the volume of the cylinder 2.
Specifically, in order to provide the air of the target air amount, the present invention proposes a supercharger, which increases air pressure by the supercharger, and the pressure is set to: it is possible to let in a pressure which is sufficient for a quantity of gas which is larger than or equal to the volume of the cylinder 2 per scavenging time at a certain high rotational speed.
The distribution subassembly includes: a communicating air valve 211 and a pressure booster 214; the end of the scavenging air passage 21 communicating with the air distribution assembly is defined as: an air external port, the air valve 211 communicates the air external port with the supercharger 214;
the supercharger 214 is configured to: a high-pressure apparatus capable of supplying the cylinder 2 with a gas amount larger than or equal to the volume of the cylinder 2 at a single time.
Here, it should be noted that: the object of the invention is to increase a high-pressure booster, which is not achieved by the diaphragm-type gas supply cited in the background of the invention. Thus, superchargers to which the invention is limited are typically: and the high-pressure supercharger is externally arranged in the forms of axial flow, centrifugation, Roots and the like. The pressure value cannot be well normalized due to the different cylinder volumes of each engine, but the corresponding lower pressure limit value can be obtained on the basis that the volume is greater than or equal to the cylinder volume.
For example: the outlet pressure of the pressure booster 214 is configured to: not less than 0.2 MPa.
An air surge tank 212 is provided in a path through which the air valve 211 communicates with the pressure booster 214.
Further, since the air scavenging port 210 is completely higher than the gas port 30 in the present invention, the opening state of the air scavenging port 210 and the opening state of the gas port 30 interfere with each other, and therefore, the reasonable opening and closing timings of the air scavenging port 210 need to be considered again in the present invention. The invention provides a magnetic induction technology, magnetic steel is embedded in a crankshaft 12, a TS point sensor 131 and a TC point sensor 132 which are Hall elements are arranged, the magnetic steel is induced by the TS point sensor 131 and the TC point sensor 132, therefore, an air scavenging port 210 is completely higher than a gas port 30, the TS point sensor 131 is required to be higher than the TC point sensor 132, a controller controls to open an air valve 211 according to the induction signal of the TS point sensor 131, and the controller controls to close the air valve 211 according to the induction signal of the TC point sensor 132, so that:
further comprising:
a piston 4 reciprocating along the upper and lower axes of the cylinder 2;
a crankshaft 12 provided in the crankcase 1, and a connecting rod 13 connecting the crankshaft 12 and the piston 4;
magnetic steel is embedded in the crankshaft 12;
a TS point sensor 131 and a TC point sensor 132 are arranged on the outer wall of the crankcase 1;
the projection point of the TS point sensor 131 sensing the magnetic steel on the upper and lower axes of the cylinder 2 is higher than the projection point of the TC point sensor 132 sensing the magnetic steel on the upper and lower axes of the cylinder 2;
further comprising:
the central controller outputs a control signal for controlling the air valve 211 to open when it obtains the sensing signal of the TS point sensor 131, and outputs a control signal for controlling the air valve 211 to close when it obtains the sensing signal of the TC point sensor 132.
Further, the positions of the TS point sensor 131 and the TC point sensor 132 may be as follows:
when the projection point of the unsealing section of the piston 4 on the upper and lower axes of the cylinder 2 moves to the air opening whole-position point or the highest projection point of the air scavenging port on the upper and lower axes of the cylinder 2, the position of the outer wall of the crankcase 1 closest to the magnetic steel is the Star point, and the TS point sensor is configured at the Star point;
when the projection point of the unsealing section of the piston on the upper and lower axes of the cylinder moves to the lowest projection point of the air scavenging port on the upper and lower axes of the cylinder 2 or the highest projection point of the gas port on the upper and lower axes of the cylinder, the position of the outer wall of the crankcase closest to the magnetic steel is a Close point, and the TC point sensor is configured at the Close point;
the air-starting setting point is arranged above the highest projection point of the air scavenging port on the upper and lower axes of the cylinder.
When the projection point of the opening section of the piston 4 on the upper and lower axes of the cylinder 2 moves to the opening setting point, the opening setting point is arranged above the highest projection point of the air scavenging port 210 on the upper and lower axes of the cylinder 2, the position of the outer wall of the crankcase closest to the magnetic steel is the Star point, and the TS point sensor is arranged at the Star point. The design makes air enter the scavenging air passage in advance, and then high-pressure air can enter the cylinder directly from the scavenging air passage 21 when the projection point of the unsealing section of the piston on the upper and lower axes of the cylinder moves to the highest projection point of the air scavenging port 210 on the upper and lower axes of the cylinder 2. The process is a pre-charge design, so that when the air scavenging port 210 is opened by the piston, air in a high-pressure state can be released to enter the cylinder, and the scavenging effect is improved.
Further, the method also comprises the following steps:
an exhaust passage 22 penetrating the cylinder 2;
one end of the exhaust passage 22 communicating with the inside of the cylinder 2 is defined as: an exhaust port 220;
the projection sections of the air scavenging port 210 on the upper and lower axes of the cylinder 2 are at least partially intersected with the projection sections of the exhaust port 220 on the upper and lower axes of the cylinder 2;
the projection sections of the gas ports 30 on the upper and lower axes of the cylinder 2 at least partially intersect with the projection sections of the exhaust ports 220 on the upper and lower axes of the cylinder 2.
Further, in the above-mentioned case,
further comprising:
the gas pipe 11 that link up crankcase 1, dispose the first grade fuel gas that provides through gas pipe 11 in the crankcase 1, dispose lubricating oil in the crankcase 1, the air-fuel ratio of first grade fuel gas is less than the air-fuel ratio that the cylinder 2 operating condition needs, the gas concentration of first grade fuel gas is greater than the gas concentration when the air-fuel ratio that the cylinder 2 operating condition needs.
The piston descends to the unsealing section of the piston 4 to reach the air opening set point, the air valve is opened, and scavenging air is prefilled into the scavenging air passage.
A supercharger: the air filter 11 is arranged at the rear end of the air filter 11 and connected with the air filter, and the air filter 11 is connected with a low-pressure air inlet of a supercharger. The supercharger can be used for exhaust gas turbocharging, or can be used for electric and crankshaft direct drive supercharging, the supercharger can be in the forms of axial flow, centrifugation, Roots and the like, and the supercharger is conventional technology and is not described in detail herein. The function of the supercharger is to boost the air to the pressure required by the system for use in the next stage.
Air pressure stabilizing container: the air pressure stabilizing container 212 is a hollow pressure-resistant container, and is provided with an opening connected to a high-pressure air pipeline at the rear part of the supercharger, and an air pressure sensor 213 is fixed on the air pressure stabilizing container. The function of the device is to stabilize the pressure in the pipeline system and provide stable scavenging pressure for the engine.
Air valve: an air valve 211 is provided between the supercharger and the scavenging air passage 21, and the air valve may be of a structure similar to that of a four-stroke engine valve or an electrically controlled valve similar to that of a fuel injection valve. The function is as follows: controlling the opening and closing of the scavenging air. An intake end of the air valve 211 is connected to the high-pressure air line, and an exhaust end of the air valve 211 is connected to an air external port of the scavenging air passage 21.
Scavenging air ducts: the scavenging air passage 21 is connected to the air valve discharge end through an air external port (inlet). Is a tubular structure with a rectangular or elliptical or special-shaped section, and has the following functions: introducing an air scavenging air flow into the cylinder; the air entering the cylinder is directionally sprayed into the optimal scavenging position. The opening in the cylinder (the air scavenging port 210 is located at the upper part of the gas port 30 of the gas passage, i.e., the top of the gas scavenging passage of the conventional two-stroke engine) the number of the scavenging air passages 21 may be one or more, and may be the same as or different from the number of the gas passages.
The working process is as follows:
a preparation stage: the booster works (an electric centrifugal booster can be used), and the pressure in front of the air valve reaches a preset pressure value.
A pre-inflation stage: when the piston of the engine moves downwards (working stroke) to the position shown in fig. 2, magnetic steel is arranged at the position where the crankshaft is connected with the connecting rod, the magnetic steel is matched with the TS point sensor of the Hall element to generate a sensing signal, the TS point sensor transmits a sensing signal back for the central controller, the central controller sends out an instruction to open the air valve, and the pressure in the air channel 21 for scavenging is increased to the preset scavenging pressure.
A scavenging stage: the piston continues to move downwards, the stroke of the unsealing section (upper end face) of the piston 4 is to the highest position of the scavenging air passage 21 (see point A in the attached drawing 4), the scavenging air passage 21 starts to be gradually opened, high-pressure air is flushed into a preset flow position and path of the cylinder from the scavenging air passage 21, and combusted waste gas is guided and extruded to the exhaust passage until scavenging is finished; when the engine runs at a low speed and a large throttle (or in a rich running state), the opening and combustion process of the exhaust passage is not finished, and at the moment, the injection of fresh air can discharge the fuel after the fuel is completely combusted, so that the formation and the emission of waste pollutants are reduced.
Gas inlet stage: the piston continues to move downwards, when the piston of the engine moves downwards (working stroke) to the position shown in fig. 3, magnetic steel is arranged at the position where the crankshaft is connected with the connecting rod, the magnetic steel is matched with a TC point sensor of the Hall element to generate a sensing signal, the TC point sensor transmits a sensing signal back for the central controller, the central controller sends a command to close the air valve, and when the TC point sensor generates the sensing signal, the unsealing section (upper end face) of the piston 4 moves to the lowest position (see point B in fig. 4) of the scavenging air passage 21 or the highest position (see point C in fig. 4) of the gas passage. The gas passage is opened as the piston continues to move downward, and high-concentration gas (mixture) compressed by the piston moving downward in the crankcase is injected into the cylinder.
And (3) secondary mixing stage: at the moment, the air after air scavenging is filled in the cylinder, and high-concentration fuel gas (mixed gas) and the air are secondarily mixed to achieve the air-fuel ratio required by normal operation of the engine. Namely, the original air in the cylinder dilutes the high-concentration fuel gas (mixed gas) injected from the fuel gas channel. The secondary mixing is relative to the primary mixing, namely the mixture of the gasoline and the air which are mixed into the crankcase in a small proportion by a carburetor or a fuel electronic injection system, namely the mixture with high concentration, and the proportion of the fuel in the mixture is very high.
Lubrication and discharge: because the demand of the engine for the lubricating oil is relatively fixed, the condition that more premixed fuel oil enters the crankcase means that the proportion of the fuel oil and the lubricating oil is reduced in the same proportion, but the amount of the lubricating oil entering the crankcase is not reduced, the lubricating oil entering the crankcase keeps the level required for providing normal lubrication, most parts of the two-stroke engine needing lubrication are positioned at the lower part of a piston ring and in the crankcase, and the lubricating effect is not reduced due to the increase of the concentration of the fuel oil. After the mixed gas with the high-concentration equal lubricating oil amount ratio is sprayed into the cylinder body and is secondarily mixed with air, the mixed gas with the high-concentration equal lubricating oil amount ratio is diluted by the air, at the moment, the lubricating oil is also diluted equivalently, the lubricating oil amount entering the cylinder is reduced, and pollutants caused by the combustion of the lubricating oil are correspondingly reduced during combustion. The method specifically reduces the amount of lubricating oil to be fed into the cylinder to participate in combustion, and the materials of the cylinder, the piston and the piston ring, the working temperature of an engine and the quality of the used lubricating oil exist, for example, the ceramic composite coating cylinder and the fully synthetic lubricating oil with higher viscosity grade can realize 1: a secondary mixing ratio of 5, meaning that the lubricating oil participating in combustion will be 20% of that of a conventional two-stroke engine.
The engine to which the present invention relates operates in an all air scavenging mode. The scavenging amount is enhanced by enhancing scavenging time by increasing the height of the air scavenging port, and the scavenging amount is enhanced by increasing scavenging pressure by an external supercharger; by increasing the concentration of the first stage fuel gas, the combustion amount of the lubricating oil is unexpectedly reduced.
Claims (7)
1. An all-air scavenging engine comprises a crankcase (1), a cylinder (2), a gas passage (3) communicated with the crankcase (1) and the cylinder (2), a scavenging air passage (21) communicated with the cylinder (2),
the method is characterized in that:
one end of the scavenging air passage (21) communicating with the inside of the cylinder (2) is defined as: an air scavenging port (210);
one end of the gas passage (3) communicating with the inside of the cylinder (2) is defined as: a gas port (30);
the lowest projection point of the air scavenging port (210) on the upper and lower axes of the cylinder (2) is higher than the highest projection point of the combustion gas port (30) on the upper and lower axes of the cylinder (2);
further comprising:
an air distribution assembly that communicates with the scavenging air passage (21), the air distribution assembly being configured to: the gas supply equipment can provide the gas quantity which is larger than or equal to the volume of the cylinder (2) for the cylinder (2) in a single time;
the distribution subassembly includes: a communicating air valve (211) and a supercharger (214); the end of the scavenging air passage (21) communicated with the air distribution assembly is defined as follows: the air valve (211) is communicated with the air external port and the supercharger (214);
the supercharger (214) is configured to: the high-pressure equipment can provide the air quantity which is larger than or equal to the volume of the air cylinder (2) for the air cylinder (2) at a single time;
a piston (4) reciprocating along the upper and lower axes of the cylinder (2);
a crankshaft (12) disposed inside the crankcase (1), and a connecting rod (13) connecting the crankshaft (12) and the piston (4);
magnetic steel is embedded in the crankshaft (12);
a TS point sensor (131) and a TC point sensor (132) are arranged on the outer wall of the crankcase (1);
the projection point of the TS point sensor (131) on the upper and lower axes of the cylinder (2) for sensing the magnetic steel is higher than the projection point of the TC point sensor (132) on the upper and lower axes of the cylinder (2) for sensing the magnetic steel;
and the central controller outputs a control signal for controlling the opening of the air valve (211) when acquiring the sensing signal of the TS point sensor (131), and outputs a control signal for controlling the closing of the air valve (211) when acquiring the sensing signal of the TC point sensor (132).
2. The all-air scavenging engine of claim 1, wherein the outlet pressure of the supercharger (214) is configured to: not less than 0.2 MPa.
3. The all-air scavenging engine according to claim 1, characterized in that an air surge tank (212) is provided on a path where the air valve (211) communicates with the supercharger (214).
4. The all-air scavenging engine according to claim 1,
when the projection point of the opening section of the piston (4) on the upper and lower axes of the cylinder (2) moves to the opening gas setting point or the highest projection point of the air scavenging port (210) on the upper and lower axes of the cylinder (2), the position of the outer wall of the crankcase (1) closest to the magnetic steel is the Star point, and the TS point sensor (131) is arranged at the Star point;
when the projection point of the unsealing section of the piston (4) on the upper and lower axes of the cylinder (2) moves to the lowest projection point of the air scavenging port (210) on the upper and lower axes of the cylinder (2) or the highest projection point of the fuel port (30) on the upper and lower axes of the cylinder (2), the position of the outer wall of the crankcase (1) closest to the magnetic steel is a Close point, and the TC point sensor (132) is arranged at the Close point;
the air-open fixed point is arranged above the highest projection point of the air scavenging port (210) on the upper and lower axes of the cylinder (2).
5. The all-air scavenging engine according to any one of claims 1 to 4,
further comprising:
an exhaust passage (22) penetrating the cylinder (2);
one end of the exhaust passage (22) communicating with the inside of the cylinder (2) is defined as: an exhaust port (220);
the projection sections of the air scavenging port (210) on the upper and lower axes of the cylinder (2) are at least partially intersected with the projection sections of the exhaust port (220) on the upper and lower axes of the cylinder (2);
the projection sections of the gas ports (30) on the upper and lower axes of the cylinder (2) are at least partially intersected with the projection sections of the exhaust ports (220) on the upper and lower axes of the cylinder (2).
6. The all-air scavenging engine according to any one of claims 1 to 4,
further comprising:
the engine oil supply device comprises a gas pipe (11) penetrating through a crankcase (1), primary gas provided by the gas pipe (11) is arranged in the crankcase (1), lubricating oil is arranged in the crankcase (1), and the air-fuel ratio of the primary gas is smaller than that required by the working state of an air cylinder (2), namely the gas concentration of the primary gas is larger than that required by the working state of the air cylinder (2).
7. An all-air scavenging engine according to any one of claims 1 to 4, characterized in that the scavenging air passage (21) is disposed obliquely, and the intersection of the axis of the scavenging air passage (21) and the upper and lower axes of the cylinder (2) is located at the spatial center of the cylinder (2).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210508999.5A CN114592966B (en) | 2022-05-11 | 2022-05-11 | All-air scavenging engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210508999.5A CN114592966B (en) | 2022-05-11 | 2022-05-11 | All-air scavenging engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN114592966A CN114592966A (en) | 2022-06-07 |
| CN114592966B true CN114592966B (en) | 2022-08-09 |
Family
ID=81813594
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202210508999.5A Active CN114592966B (en) | 2022-05-11 | 2022-05-11 | All-air scavenging engine |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN114592966B (en) |
Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH11141371A (en) * | 1997-11-10 | 1999-05-25 | Sanshin Ind Co Ltd | Direct cylinder fuel injection type two-cycle engine |
| US5992358A (en) * | 1997-03-17 | 1999-11-30 | Yamaha Hatsudoki Kabushiki Kaisha | Scavenge system for two cycle engines |
| JP5842078B1 (en) * | 2014-07-17 | 2016-01-13 | エムエーエヌ・ディーゼル・アンド・ターボ・フィリアル・アフ・エムエーエヌ・ディーゼル・アンド・ターボ・エスイー・ティスクランド | Self-igniting large low-speed turbocharged two-stroke internal combustion engine with starting air system |
Family Cites Families (24)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4289094A (en) * | 1979-08-31 | 1981-09-15 | Toyota Jidosha Kogyo Kabushiki Kaisha | Two-stroke cycle gasoline engine |
| JPS58110819A (en) * | 1981-12-22 | 1983-07-01 | Hitachi Zosen Corp | Controlling device for scavenging |
| JPH0616984Y2 (en) * | 1985-06-15 | 1994-05-02 | スズキ株式会社 | Engine starter |
| CN1010602B (en) * | 1986-09-07 | 1990-11-28 | 何迅 | Air scavenging type two-stroke gasoline engine |
| US4920790A (en) * | 1989-07-10 | 1990-05-01 | General Motors Corporation | Method and means for determining air mass in a crankcase scavenged two-stroke engine |
| DE4225369A1 (en) * | 1992-07-31 | 1994-02-03 | Bosch Gmbh Robert | Gas-exchange system for two-stroke engine - uses pre-compressed combustion air to provide second rinsing cycle provided via inlet valve controlled by differential pressure |
| JPH07189875A (en) * | 1993-12-28 | 1995-07-28 | Yamaha Motor Co Ltd | Fuel injector for two-cycle engine |
| CN2217108Y (en) * | 1994-07-16 | 1996-01-10 | 周勇 | Structure for removing waste gas from cylinder of two stroke gas engine to realize fuel-saving and dynamic property-improvement |
| JPH08312438A (en) * | 1995-05-12 | 1996-11-26 | Yamaha Motor Co Ltd | Fuel injection method and fuel injection control device in two-cycle engine |
| JP3847911B2 (en) * | 1997-08-11 | 2006-11-22 | ヤマハマリン株式会社 | Direct injection type 2-cycle engine fuel injection system |
| JP4301631B2 (en) * | 1999-04-28 | 2009-07-22 | 三菱重工業株式会社 | Stratified scavenging two-cycle engine |
| JP3222857B2 (en) * | 1999-06-04 | 2001-10-29 | 川崎重工業株式会社 | Air-scavenging two-stroke engine |
| JP2004278327A (en) * | 2003-03-13 | 2004-10-07 | Kawasaki Heavy Ind Ltd | Two-cycle engine |
| JP4238682B2 (en) * | 2003-09-18 | 2009-03-18 | トヨタ自動車株式会社 | A two-cycle internal combustion engine capable of self-ignition operation in which air-fuel mixture is compressed and self-ignited |
| JP2006283629A (en) * | 2005-03-31 | 2006-10-19 | Honda Motor Co Ltd | Two cycle engine |
| DK2112349T3 (en) * | 2008-04-21 | 2013-06-24 | Waertsilae Nsd Schweiz Ag | Rinse Performance Monitoring System and Method for Monitoring a Process Parameter for the Rinse Process for a Long Rinsed Large 2-Stroke Diesel Engine |
| JP5186704B2 (en) * | 2008-08-12 | 2013-04-24 | 日立工機株式会社 | 2-cycle engine and tools |
| CN103256112A (en) * | 2012-02-15 | 2013-08-21 | 蔡兴民 | Two-stroke engine overhead air valve scavenging structure |
| JP6265790B2 (en) * | 2014-03-11 | 2018-01-24 | 本田技研工業株式会社 | 2-stroke engine |
| CN205025559U (en) * | 2015-07-29 | 2016-02-10 | 山东博胜动力科技股份有限公司 | Low general small -size two cycle gasoline engine of environmental protection of arranging |
| CN205559057U (en) * | 2016-05-03 | 2016-09-07 | 曹东海 | Layered scavenging two -stroke engine |
| CN106523131B (en) * | 2016-11-10 | 2018-12-18 | 宁波市鄞州煜隆工具有限公司 | A kind of two-stroke internal combustion engine |
| DK180131B1 (en) * | 2018-10-31 | 2020-06-08 | MAN Energy Solutions | A large two-stroke uniflow scavenged gaseous fueled engine and method for reducing preignition/diesel-knock |
| DK180386B1 (en) * | 2019-06-14 | 2021-02-24 | Man Energy Solutions Filial Af Man Energy Solutions Se Tyskland | Internal combustion engine |
-
2022
- 2022-05-11 CN CN202210508999.5A patent/CN114592966B/en active Active
Patent Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5992358A (en) * | 1997-03-17 | 1999-11-30 | Yamaha Hatsudoki Kabushiki Kaisha | Scavenge system for two cycle engines |
| JPH11141371A (en) * | 1997-11-10 | 1999-05-25 | Sanshin Ind Co Ltd | Direct cylinder fuel injection type two-cycle engine |
| JP5842078B1 (en) * | 2014-07-17 | 2016-01-13 | エムエーエヌ・ディーゼル・アンド・ターボ・フィリアル・アフ・エムエーエヌ・ディーゼル・アンド・ターボ・エスイー・ティスクランド | Self-igniting large low-speed turbocharged two-stroke internal combustion engine with starting air system |
Also Published As
| Publication number | Publication date |
|---|---|
| CN114592966A (en) | 2022-06-07 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN103748334B (en) | Internal combustion type two-cycle engine, the method for operating internal combustion type two-cycle engine and the method for changing two-cycle engine | |
| RU2359138C2 (en) | Internal combustion engine and method of its operation (versions) | |
| US4193382A (en) | Stratified charge type combustion process for internal combustion engine and internal combustion engine utilizing same | |
| CN113982739B (en) | Turbulent jet ignition system, gas supply system and method for large-cylinder-diameter gas engine | |
| US20160341104A1 (en) | Low reactivity, compression-ignition, opposed-piston engine | |
| US6298811B1 (en) | Stratified scavenging two-cycle engine | |
| CN1782339A (en) | Distributed ignition method and apparatus for internal combustion engine | |
| CN1982668A (en) | Internal combustion engine with a precombustion chamber | |
| CN108331658B (en) | Gas supply system and method for improving frequency response of natural gas engine based on precombustion chamber enrichment | |
| CN110318860A (en) | A kind of marine large-diameter natural gas engine combustion system of multistage fuel gas injection | |
| CN103384757A (en) | Stratified charge port injection engine and method | |
| CN103089489B (en) | The internal-combustion engine that can run under homogeneous charge compression-ignition pattern | |
| CN100489282C (en) | Direct injection two-stroke engine | |
| CN114592966B (en) | All-air scavenging engine | |
| CN2532250Y (en) | Quick combustion device for gas buried engine | |
| CN204610018U (en) | There is the two stroke engine of scavenging in air pilot mode system | |
| CN114294089A (en) | Internal combustion engine with precombustion chamber | |
| CN210599209U (en) | Gasoline engine box and gasoline engine thereof | |
| CN209654147U (en) | It is layered the injection apparatus of internal combustion engine | |
| CN206158843U (en) | Two -stroke -cycle engine layering scavenging subassembly | |
| CN2617937Y (en) | Engine cylinder head of motorcycle with assistant exhaust | |
| CN201358834Y (en) | Internal supercharged four-stroke engine | |
| CN106499498A (en) | Two stroke engine layered scavenging structure | |
| CN218862739U (en) | Supercharger assembly and engine | |
| CN114233531B (en) | Air distributor, air supplementing system and marine engine |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |