DE4206180A1 - Valve-controlled two=stroke engine - is for motor vehicle and has new type of cylinder head for gas scavenging - Google Patents

Valve-controlled two=stroke engine - is for motor vehicle and has new type of cylinder head for gas scavenging

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Publication number
DE4206180A1
DE4206180A1 DE4206180A DE4206180A DE4206180A1 DE 4206180 A1 DE4206180 A1 DE 4206180A1 DE 4206180 A DE4206180 A DE 4206180A DE 4206180 A DE4206180 A DE 4206180A DE 4206180 A1 DE4206180 A1 DE 4206180A1
Authority
DE
Germany
Prior art keywords
engine
stroke engine
stroke
cylinder head
valve
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Withdrawn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
DE4206180A
Other languages
German (de)
Inventor
Guenter Droese
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 DE4206180A priority Critical patent/DE4206180A1/en
Publication of DE4206180A1 publication Critical patent/DE4206180A1/en
Withdrawn legal-status Critical Current

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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
    • F02B25/14—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
    • F02B25/145—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 with intake and exhaust valves exclusively in the cylinder head
    • 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
    • F02B19/00—Engines characterised by precombustion chambers
    • F02B19/12—Engines characterised by precombustion chambers with positive ignition
    • 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
    • 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
    • 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

Abstract

The engine may be a Diesel or an Otto engine. It is a two-stroke engine but has valves fitted in the cylinder head (1). The engine has two intake valves, and one exhaust valve, which is located in the cylindrical combustion chamber. The chamber also serves for intake of scavenging air. USE/ADVANTAGE - Two-stroke IC engine with improved cost/performance ratio, reduced pollutant emission, no exhaust fumes, low oil consumption, long life crank drive, low friction losses.

Description

Der Motor ist als Otto- und Dieselmotor auslegbar.The engine can be designed as a petrol and diesel engine.

Diese Erfindung betrifft also einen ventilgesteuerten Zweitaktmotor.This invention therefore relates to a valve-controlled two-stroke engine.

Dieser Erfindung liegt die Aufgabe zugrunde, im Vergleich zum Viertaktmotor, das Kosten-Nutzenverhältnis entscheidend zu verbessern, das Ausmaß und Gewicht weitgehend zu verringern, die Energiebilanz zu verbessern und die Schadstoff-Rohemissionen herabzusetzen.This invention is based on the object, in comparison to the four-stroke engine, to significantly improve the cost-benefit ratio, the size and weight largely reduce, improve the energy balance and the pollutant raw emissions belittling.

Stand der TechnikState of the art

Zum Antrieb von Kraftfahrzeugen dient fast ausnahmslos der Viertakt-Hubkolbenmotor. Zweitaktmotore sind in diesem Bereich vom Viertaktmotor völlig verdrängt worden, obwohl der Zweitaktmotor viele Vorteile bietet. Nur die Auslegung der Zweitaktmotoren führte dazu, daß diese nicht mehr zum Antrieb von Kraftfahrzeugen genutzt werden. Hoher Kraftstoffverbrauch, hoher Schadstoffausstoß und relativ hoher Ölverbrauch sind die Ursache, die zum Sterben des Zweitaktmotors führten.The four-stroke reciprocating engine is used almost without exception to drive motor vehicles. Two-stroke engines are completely replaced by four-stroke engines in this area although the two-stroke engine offers many advantages. Only the design of the two-stroke engines meant that they were no longer used to drive motor vehicles will. High fuel consumption, high pollutant emissions and relatively high Oil consumption is the cause that led to the death of the two-stroke engine.

Die Vorteile, die mit dieser Erfindung erzielt werden:The advantages achieved with this invention:

  • 1. Im Vergleich zum herkömmlichen Zweitaktmotor:
    • a) Das Kurbelgehäuse wird nicht zum Gaswechsel herangezogen, daher kann die Schmierölversorgung genauso ausgelegt sein, wie beim Viertaktmotor. Das bedingt, im Zusammenhang mit dem schlitzfreiem Zylinder, keinen Abgasqualm, geringen Ölverbrauch und lange Lebensdauer des Kurbeltriebs.
    • b) Die Art des Gaswechsels Fig. 3, zu dem nur der Zylinderkopf herangezogen wird, bedingt eine gute Ausspülung der Abgase aus dem Zylinder und gewährt, daß in jedem Drehzahl- und Lastbereich eine zündfähige Gemischwolke an die Zündkerze gelangt. Das bekannte "Viertaktern" im Leerlauf entfällt.
    • c) Diese Art des Gaswechsels ermöglicht eine hohe Aufladung. Wenn die Auslaßventile bereits geschlossen sind, ist das Einlaßventil noch geöffnet. Fig. 3.
    1. Compared to the conventional two-stroke engine:
    • a) The crankcase is not used to change the gas, so the lubricating oil supply can be designed in the same way as for the four-stroke engine. In connection with the slot-free cylinder, this means no exhaust fumes, low oil consumption and long service life of the crank mechanism.
    • b) The type of gas change Fig. 3, to which only the cylinder head is used, requires a good flushing of the exhaust gases from the cylinder and ensures that an ignitable mixture cloud reaches the spark plug in every speed and load range. The well-known "four-stroke" idling is eliminated.
    • c) This type of gas exchange enables high charging. If the exhaust valves are already closed, the intake valve is still open. Fig. 3.
  • 2. Im Vergleich zum Viertaktmotor:
    • a) Das Kosten-Nutzenverhältnis liegt eindeutig zu Gunsten dieses Motors. Nur halb soviel Bauteile. Ein Zweizylindermotor wäre durchaus mit einem Vierzylinder-Viertaktmotor zu vergleichen. Die Herstellungskosten dürften also nur halb so hoch sein, wie die eines Viertaktmotors gleicher Leistung.
    • b) Geringes Ausmaß und Gewicht, bei gleicher Leistung.
    • c) Dadurch, daß das Verdichtungsverhältnis in jedem Lastbereich genutzt wird, der Motor arbeitet ständig mit voller Zylinderfüllung, verbessert sich die Energiebilanz im Teillastbereich. Spülverluste, wie beim herkömmlichen Zweitaktmotor, treten hier nicht auf.
    • d) Dieser Motor arbeitet nach dem Prinzip der Ladungsschichtung, das beste Magerkonzept. Durch die weitaus bessere Verbrennung werden weit weniger Schadstoffe produziert. Der Ausstoß der Schadstoffe CO und HC wird soweit reduziert, daß ein ungeregelter Katalysator voll seinen Zweck erfüllt. Da dieser Motor nicht auf hohe Drehzahlen ausgelegt ist, die Höchstdrehzahl sollte bei einem Pkw-Motor bei 4500 U/min liegen, wird die Verbrennungs- und somit auch die Abgastemperatur im Vergleich zum herkömmlichen Viertaktmotor, weitgehend herabgesenkt. Das bedeutet, daß der NOx-Ausstoß und die Verlustwärme weitgehend verringert wird.
    • e) Geringere Reibungsverluste.
    2. In comparison to the four-stroke engine:
    • a) The cost-benefit ratio is clearly in favor of this engine. Only half as many components. A two-cylinder engine could be compared to a four-cylinder four-stroke engine. The manufacturing costs should therefore only be half as high as that of a four-stroke engine of the same power.
    • b) Small size and weight, with the same performance.
    • c) The fact that the compression ratio is used in every load range, the engine works constantly with full cylinder filling, improves the energy balance in the partial load range. Flushing losses, as with the conventional two-stroke engine, do not occur here.
    • d) This engine works on the principle of charge stratification, the best lean concept. The far better combustion means that far fewer pollutants are produced. The emissions of the pollutants CO and HC are reduced to such an extent that an unregulated catalyst fully fulfills its purpose. Since this engine is not designed for high speeds, the maximum speed for a car engine should be 4500 rpm, the combustion and thus the exhaust gas temperature is largely reduced compared to the conventional four-stroke engine. This means that NO x emissions and heat loss are largely reduced.
    • e) Lower friction losses.

Der Aufbau des Motors ist aus den Fig. 1-3 zu ersehen. Der Kurbeltrieb mit Zylinder und Kolben gleicht dem eines Viertaktmotors. Für einen Zweitaktmotor völlig neu ist die Auslegung des Zylinderkopfs, über dem sich der Gaswechsel vollzieht.The structure of the motor can be seen in FIGS. 1-3. The crank mechanism with cylinder and piston is similar to that of a four-stroke engine. The design of the cylinder head over which the gas exchange takes place is completely new for a two-stroke engine.

Die FunktionsweiseHow it works

Ein Verdichter fördert verdichtete Luft in den Einlaßkanal Pos. 7. Öffnet sich das Einlaßventil Pos. 2 ca. 30° vor UT, so wird die Verbrennungsluft mit einem Druck von 1-2 bar durch den Brennraum Pos. 6 in den Zylinder geblasen. Der Brennraum dient in diesem Moment zur Bündelung der Spülluft. Ab UT bis ca. 50° nach UT wird bei Vollast Kraftstoff ins Saugrohr gespritzt. Die Kraftstoffdosierung und somit die Laststellung erfolgt über die Einspritzzeit. Um eine einwandfreie Ladungsschichtung zu erzielen, muß das Einspritzende immer gleich sein, ca. 50° nach UT. Ist die Gemischbildung abgeschlossen und die Ventile geschlossen, wird das Kraftstoff-Luftgemisch durch den aufwärtsgehenden Kolben verdichtet. Die Zündkerze Pos. 4 zündet das Kraftstoff-Luftgemisch. Der Verbrennungsdruck treibt den Kolben nach unten, bis sich die Auslaßventile ca. 60° vor UT öffnen. Dann entspannen sich die Verbrennungsgase. Ca. 30° vor UT öffnet sich das Einlaßventil, so daß die einströmende Frischluft, je nach Laststellung, die Verbrennungsgase aus dem Zylinder spült. Die Auslaßventile schließen ca. 30° nach UT, so daß noch vorverdichtete Luft in den Zylinder einströmen kann, ohne den Druck abzubauen. Mit der Kraftstoffeinspritzung und des aufwärtsgehenden Kolbens wiederholt sich das Arbeitsspiel.A compressor conveys compressed air into the inlet duct item 7. Opens the inlet valve Pos. 2 approx. 30 ° before UT, the combustion air with a Blown pressure of 1-2 bar through the combustion chamber pos. 6 into the cylinder. The combustion chamber serves to concentrate the purge air at this moment. From UT to approx. 50 ° to UT fuel is injected into the intake manifold at full load. The fuel metering and thus the load position takes place over the injection time. To ensure perfect charge stratification To achieve, the end of injection must always be the same, approx. 50 ° after Subtitles When the mixture formation is complete and the valves are closed, that is The fuel-air mixture is compressed by the upward-moving piston. The spark plug Pos. 4 ignites the fuel-air mixture. The combustion pressure drives the Piston down until the exhaust valves open approx. 60 ° before UT. Then relax the combustion gases. Approx. 30 ° before UT the inlet valve opens so that the incoming fresh air, depending on the load position, the combustion gases from the Cylinder rinses. The exhaust valves close approx. 30 ° after sub-hour so that they are still pre-compressed Air can flow into the cylinder without relieving the pressure. With the The fuel cycle and the upward-moving piston repeat the work cycle.

Fig. 1 der Aufbau des Motors, Fig. 1 shows the structure of the engine,

Fig. 2 die Anordnung der Ventile und des Brennraums, Fig. 2 shows the arrangement of the valves and the combustion chamber,

Fig. 3 die Steuerzeiten der Ventile, Fig. 3 shows the timing of the valves,

Pos. 4 die Zündkerze,Pos. 4 the spark plug,

Pos. 5 die Einspritzdüse,Pos. 5 the injector,

Pos. 6 der Brennraum,Pos. 6 the combustion chamber,

Pos. 7 der Einlaßkanal,Pos. 7 the inlet duct,

Pos. 8 die Auslaßkanäle,Pos. 8 the outlet channels,

Pos. 9 der Spülluftkanal vom Verdichter zum Einlaßkanal,Pos. 9 the purge air duct from the compressor to the inlet duct,

Pos. 2 das Einlaßventil,Pos. 2 the inlet valve,

Pos. 3 die Auslaßventile.Pos. 3 the exhaust valves.

Claims (1)

Auf das System, also auf die Art des Zweitakt-Gaswechsels. Gekennzeichnet durch die Anordnung der Ventile beim Zweitaktmotor, 2 Auslaßventile, 1 Einlaßventil, das sich im zylindrischen Brennraum befindet, der auch zur Einsteuerung der Spülluft dient. Ferner auf die Auslegung des Gaswechsels, wie die Fig. 3 wiedergibt.The system, i.e. the type of two-stroke gas exchange. Characterized by the arrangement of the valves in the two-stroke engine, 2 exhaust valves, 1 intake valve, which is located in the cylindrical combustion chamber, which also serves to control the purge air. Furthermore, on the design of the gas exchange, as shown in FIG. 3.
DE4206180A 1992-02-28 1992-02-28 Valve-controlled two=stroke engine - is for motor vehicle and has new type of cylinder head for gas scavenging Withdrawn DE4206180A1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
DE4206180A DE4206180A1 (en) 1992-02-28 1992-02-28 Valve-controlled two=stroke engine - is for motor vehicle and has new type of cylinder head for gas scavenging

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE4206180A DE4206180A1 (en) 1992-02-28 1992-02-28 Valve-controlled two=stroke engine - is for motor vehicle and has new type of cylinder head for gas scavenging

Publications (1)

Publication Number Publication Date
DE4206180A1 true DE4206180A1 (en) 1993-09-02

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DE4206180A Withdrawn DE4206180A1 (en) 1992-02-28 1992-02-28 Valve-controlled two=stroke engine - is for motor vehicle and has new type of cylinder head for gas scavenging

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2935738A3 (en) * 2008-09-08 2010-03-12 Renault Sas Two-stroke internal combustion engine, has combustion chamber defined by piston driven by connecting rod and by number of intake and exhaust valves, and total exhaust gas evacuation section larger than total supply section of inlet gas

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2935738A3 (en) * 2008-09-08 2010-03-12 Renault Sas Two-stroke internal combustion engine, has combustion chamber defined by piston driven by connecting rod and by number of intake and exhaust valves, and total exhaust gas evacuation section larger than total supply section of inlet gas

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