DE19520944A1 - Air scavenging for two stroke combustion engines - Google Patents

Air scavenging for two stroke combustion engines

Info

Publication number
DE19520944A1
DE19520944A1 DE1995120944 DE19520944A DE19520944A1 DE 19520944 A1 DE19520944 A1 DE 19520944A1 DE 1995120944 DE1995120944 DE 1995120944 DE 19520944 A DE19520944 A DE 19520944A DE 19520944 A1 DE19520944 A1 DE 19520944A1
Authority
DE
Germany
Prior art keywords
air
combustion engines
mixture
internal combustion
stroke combustion
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.)
Withdrawn
Application number
DE1995120944
Other languages
German (de)
Inventor
Norbert Seebeck
Peter Seebeck
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Individual
Original Assignee
Individual
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Individual filed Critical Individual
Priority to DE1995120944 priority Critical patent/DE19520944A1/en
Publication of DE19520944A1 publication Critical patent/DE19520944A1/en
Withdrawn legal-status Critical Current

Links

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
    • F02B25/20—Means for reducing the mixing of charge and combustion residues or for preventing escape of fresh charge through outlet ports not provided for in, or of interest apart from, subgroups F02B25/02 - F02B25/18
    • F02B25/22—Means for reducing the mixing of charge and combustion residues or for preventing escape of fresh charge through outlet ports not provided for in, or of interest apart from, subgroups F02B25/02 - F02B25/18 by forming air cushion between charge and combustion residues
    • 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
    • F02B25/14—Engines characterised by using fresh charge for scavenging cylinders using reverse-flow scavenging, e.g. with both outlet and inlet ports arranged near bottom of piston stroke
    • 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
    • F02B1/00—Engines characterised by fuel-air mixture compression
    • F02B1/02—Engines characterised by fuel-air mixture compression with positive ignition
    • F02B1/04—Engines characterised by fuel-air mixture compression with positive ignition with fuel-air mixture admission into cylinder
    • 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
    • F02B75/00—Other engines
    • F02B75/02—Engines characterised by their cycles, e.g. six-stroke
    • F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
    • F02B2075/025—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle two
    • 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
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Supercharger (AREA)

Abstract

Scavenging of combusted gases is not carried out through engine mixture, but through air. For scavenging, the air separates the combusted gas from the engine mixture. This is suitable for Diesel and for Otto engines.

Description

Die Erfindung bezieht sich auf die Spülung der verbrannten Gase aus dem Verbrennungsraum bei Verbrennungsmotoren, insbesondere bei Zweitaktverbrennungsmotoren, in der Automobiltechnik, Industrie und überall, wo Verbrennungsmotoren eingesetzt werden.The invention relates to the purging of the burned gases from the combustion chamber in internal combustion engines, in particular in two-stroke internal combustion engines, in automotive engineering, Industry and wherever internal combustion engines are used.

Stand der Technik: Nachteile der herkömmlichen Zweitaktmotoren liegen vor allem in der Spülungsphase. Das Problem dabei ist, das verbrannte Gas möglichst vollständig zu entfernen, aber von der frischen Füllung möglichst wenig durch die noch offenen Auslaßschlitze zu verlieren.State of the art: disadvantages of conventional two-stroke engines are mainly in the rinsing phase. The problem with this is that to remove burnt gas as completely as possible, but from the fresh filling as little as possible due to the still open Lose outlet slots.

Der Erfindung liegt die Aufgabe zugrunde, das verbrannte Gas möglichst vollständig zu entfernen, aber von der frischen Füllung möglichst nichts zu verlieren.The invention has for its object the burned gas to be removed as completely as possible, but from the fresh filling nothing to lose if possible.

Die Aufgabe wird erfindungsgemäß folgendermaßen gelöst und ist prinzipiell in Fig. 1 bis 4 beschrieben:
Der Rest des verbrannten Gases wird kurz (der Auslaßkanal AK ist noch offen) mit der normalen, frischen Luft (FL) ausgespült (die verdichtete Luft (FL) wird aus der Luftkammer (LKA) oder direkt in den Verbrennungsraum hereingelassen). Das im Kurbelgehäuse vorgedichtete Gemisch (MG) strömt in den Verbrennungsraum und als eine Pufferzone (s. Fig. 4) schiebt es dabei die frische Luft vor sich hin, die das Vermischen des Gemisches mit dem verbrannten Gas (VG) sowie das Entweichen des Gemisches in den Auslaßkanal (AK) erschwert. Das verbrannte Gas wurde durch den Auslaßschlitz von der Spülluft in den Auspuff gedrückt. Der kleine Rest der verbliebenen frischen Luft im Verbrennungsraum hindert das Treibstoffgemisch am Entweichen in den Auslaßkanal und hindert nicht (im Gegensatz zum verbrannten Gas) den Verbrennungsprozeß.The object is achieved according to the invention as follows and is described in principle in FIGS. 1 to 4:
The rest of the burned gas is briefly flushed out (the outlet channel AK is still open) with the normal, fresh air (FL) (the compressed air (FL) is let in from the air chamber (LKA) or directly into the combustion chamber). The mixture (MG) pre-sealed in the crankcase flows into the combustion chamber and as a buffer zone (see Fig. 4) it pushes the fresh air in front of it, which causes the mixture to mix with the burned gas (VG) and the mixture to escape difficult in the outlet channel (AK). The burned gas was forced from the purge air into the exhaust through the exhaust port. The small remnant of the remaining fresh air in the combustion chamber prevents the fuel mixture from escaping into the outlet duct and does not prevent the combustion process (in contrast to the burned gas).

Als erzielte Vorteile sind zu nennenThe advantages achieved should be mentioned

  • 1. Das verbrannte Gas wird so gut wie vollständig entfernt. Von der frischen Füllung geht nichts verloren. Der Wirkungsgrad steigt.1. The burned gas is almost completely removed. Of nothing gets lost in the fresh filling. The efficiency increases.
  • 2. Das Gemisch verbrennt vollkommener, was umweltfreundlicher ist.2. The mixture burns more completely, which is more environmentally friendly is.
  • 3. Durch die Luftkammer wird der Raum zum Vorverdichten des Gemisches um das Volumen der Luftkammer kleiner (das Volumen des Ansaugens bleibt unverändert), es wird eine höhere Vorverdichtung erreicht, durch den erhöhten Druck wird das Gemisch schneller umgeladen.3. The air chamber becomes the space for pre-compressing the Mixture smaller by the volume of the air chamber (the volume of the Suction remains unchanged), there is a higher pre-compression reached, the mixture becomes faster due to the increased pressure reloaded.
Anwendungsbeispiel 1Application example 1

Luftspülung für Verbrennungsmotoren nach Anspruch 1, ist in Fig. 1 bis Fig. 4 beschrieben:Air purge for internal combustion engines according to claim 1, 1 4 is shown in Fig through Fig described..:

Fig. 1: Ansaugen und Verdichten Fig. 1: suction and compression

Fig. 2: Arbeiten Fig. 2: Working

Fig. 3: Ausstoßen und Spülen Fig. 3: Eject and rinse

Fig. 4: Spülen und Einlassen Fig. 4: Rinse and let in

Anwendungsbeispiel 2Example of use 2

Fig. 6 zeigt den Überströmkanal (UEK), der mit einer Klappe (KL) und mit einem winzig leichten, membranenartigen Kolben (MK) versehen ist. Beim Einlassen (s. Fig. 1) ist der Überströmkanal zu, im Kurbelgehäuse entsteht ein Unterdruck. Die Klappe (KL) geht auf, der winzigleichte Membranenkolben (MK) wandert von der oberen in die untere Position (auf den unteren Anschlag), die Luft wird eingesaugt, die Klappe (KL) geht wieder zu. Kommt es im Kurbelgehäuse zur Vorverdichtung des Gemisches, wird auch die Luft verdichtet, weil sich der Kolben (MK) durch den Verdichtungsdruck nach oben bewegt. Wird der Überströmkanal (UEK) geöffnet (s. Fig. 3), wird die Luft aus der Luftkammer (LKA, s. Fig. 1) in den Verbrennungsraum hereingelassen, der Kolben (MK) bewegt sich in seine obere Position und gibt den Weg frei für das Strömen des Gemisches in den Verbrennungsraum. Wird die Luft geladen, z. B. durch den Luftdruck des fahrenden Fahrzeuges, behält beim Vorverdichten die Luftkammer größeren Volumen, es wird eine höhere Vorverdichtung erreicht. Weil bei der Strömung des Gemisches in den Verbrennungsraum der Druck abnimmt, wird die reingeschossene Luft eine höhere Geschwindigkeit als das Gemisch besitzen. Das Vermischen der Luft mit dem Gemisch wird dadurch erschwert. Um weniger Luft zu verbrauchen, muß bei der Konstruktion darauf geachtet werden, daß die Luft gleichmäßig (gleichdruckflächenmäßig) auf das verbrannte Gas (VG, s. Fig. 3 und Fig. 4) wirkt. Fig. 6 shows the overflow channel (UEK), which is provided with a flap (KL) and with a tiny, light, membrane-like piston (MK). When entering (see Fig. 1) the overflow channel is closed, a negative pressure is created in the crankcase. The flap (KL) opens, the tiny membrane piston (MK) moves from the upper to the lower position (to the lower stop), the air is sucked in, the flap (KL) closes again. If the mixture is pre-compressed in the crankcase, the air is also compressed because the piston (MK) moves upwards due to the compression pressure. If the overflow channel (UEK) is opened (see Fig. 3), the air from the air chamber (LKA, see Fig. 1) is let into the combustion chamber, the piston (MK) moves into its upper position and gives the way free for the mixture to flow into the combustion chamber. If the air is loaded, e.g. B. by the air pressure of the moving vehicle, keeps the air chamber larger volume during pre-compression, a higher pre-compression is achieved. Because the pressure decreases as the mixture flows into the combustion chamber, the air blown in will have a higher velocity than the mixture. This makes it difficult to mix the air with the mixture. In order to consume less air, care must be taken in the design that the air acts evenly (on the same pressure area) on the burned gas (VG, see Fig. 3 and Fig. 4).

Anwendungsbeispiel 3Example of use 3

Fig. 8 zeigt eine direkte Ladung von Spülluft in den Verbrennungsraum. In der Phase, in der der Auslaßkanal bereits offen ist, wird, bevor das Gemisch den Verbrennungsraum erreicht, die Spülluft (FL) reingelassen (als eine, günstiger vielleicht als zwei sehr kurze Druckwellen, Doppelspülung). Fig. 8 shows a direct charge of scavenging air into the combustion chamber. In the phase in which the outlet duct is already open, the purge air (FL) is let in before the mixture reaches the combustion chamber (as one, perhaps cheaper than two very short pressure waves, double purge).

Fig. 5 zeigt eine Ausführung mit einem Ventil (V) und einer Klappe (KL), Fig. 7 zeigt die Anwendung einer Flügelklappe (FL). Fig. 5 shows an embodiment with a valve (V) and a flap (KL), Fig. 7 shows the use of a wing flap (FL).

Claims (3)

1. Luftspülung für Verbrennungsmotoren, insbesondere in Zweitaktmotoren, in der Automobiltechnik, Industrie und überall, wo Verbrennungsmotoren eingesetzt werden, dadurch gekennzeichnet, daß die Spülung der verbrannten Gase nicht durch das Motorgemisch sondern durch die Luft erfolgt.1. Air purging for internal combustion engines, especially in two-stroke engines, in automotive engineering, industry and everywhere where internal combustion engines are used, characterized in that the purging of the burned gases does not take place through the engine mixture but through the air. 2. Luftspülung für Verbrennungsmotoren nach Anspruch 1, dadurch gekennzeichnet, daß sie sowohl in Otto- als auch in Dieselmotoren angewandt werden kann.2. Air purge for internal combustion engines according to claim 1, characterized in that they are used in both petrol and diesel engines can. 3. Luftspülung für Verbrennungsmotoren nach Anspruch 1, dadurch gekennzeichnet, daß die Luft zum Spülen das verbrannte Gas vom Motorgemisch trennt.3. Air purge for internal combustion engines according to claim 1, characterized in that the air for purging separates the burned gas from the engine mixture.
DE1995120944 1995-06-05 1995-06-05 Air scavenging for two stroke combustion engines Withdrawn DE19520944A1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
DE1995120944 DE19520944A1 (en) 1995-06-05 1995-06-05 Air scavenging for two stroke combustion engines

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE1995120944 DE19520944A1 (en) 1995-06-05 1995-06-05 Air scavenging for two stroke combustion engines

Publications (1)

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DE19520944A1 true DE19520944A1 (en) 1996-01-11

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Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0971110A1 (en) * 1997-10-03 2000-01-12 Komatsu Zenoah Co. Stratified scavenging two-cycle engine
EP0916822A3 (en) * 1997-11-18 2000-01-26 Toshiji Kishita Air regulated two cycle engine
WO2001025604A1 (en) * 1999-10-04 2001-04-12 Komatsu Zenoah Co. Stratified scavenging two-cycle engine with catalyst
US6298811B1 (en) 1998-09-29 2001-10-09 Komatsu Zenoah Co. Stratified scavenging two-cycle engine
EP1048831A3 (en) * 1999-04-28 2001-12-19 Mitsubishi Heavy Industries, Ltd. Two-stroke cycle engine
US7025021B1 (en) 1999-01-19 2006-04-11 Aktiebolaget Electrolux Two-stroke internal combustion engine

Cited By (15)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0971110A4 (en) * 1997-10-03 2000-09-06 Komatsu Zenoa Kk Stratified scavenging two-cycle engine
EP0971110A1 (en) * 1997-10-03 2000-01-12 Komatsu Zenoah Co. Stratified scavenging two-cycle engine
EP0916822A3 (en) * 1997-11-18 2000-01-26 Toshiji Kishita Air regulated two cycle engine
US6135072A (en) * 1997-11-18 2000-10-24 Kishita; Toshiji Air regulated two cycle engine
US6298811B1 (en) 1998-09-29 2001-10-09 Komatsu Zenoah Co. Stratified scavenging two-cycle engine
US7025021B1 (en) 1999-01-19 2006-04-11 Aktiebolaget Electrolux Two-stroke internal combustion engine
US7574984B2 (en) 1999-01-19 2009-08-18 Husqvarna Ab Two-stroke internal combustion engine
EP1048831A3 (en) * 1999-04-28 2001-12-19 Mitsubishi Heavy Industries, Ltd. Two-stroke cycle engine
US6564761B2 (en) 1999-04-28 2003-05-20 Kazuyuki Uenoyama Two-stroke cycle engine
EP1508679A2 (en) * 1999-04-28 2005-02-23 Mitsubishi Heavy Industries, Ltd. Two-stroke cycle engine
EP1508679A3 (en) * 1999-04-28 2005-03-09 Mitsubishi Heavy Industries, Ltd. Two-stroke cycle engine
US6408805B2 (en) 1999-04-28 2002-06-25 Mitsubishi Heavy Industries, Ltd. Two-stroke cycle engine
US7516725B2 (en) 1999-04-28 2009-04-14 Mitsubishi Heavy Industries, Ltd. Two-stroke cycle engine
US6647713B1 (en) 1999-10-04 2003-11-18 Komatsu Zenoah Co. Stratified scavenging two-cycle engine with catalyst
WO2001025604A1 (en) * 1999-10-04 2001-04-12 Komatsu Zenoah Co. Stratified scavenging two-cycle engine with catalyst

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