EP0030832A1 - Brennkraftmaschine - Google Patents

Brennkraftmaschine Download PDF

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Publication number
EP0030832A1
EP0030832A1 EP80304401A EP80304401A EP0030832A1 EP 0030832 A1 EP0030832 A1 EP 0030832A1 EP 80304401 A EP80304401 A EP 80304401A EP 80304401 A EP80304401 A EP 80304401A EP 0030832 A1 EP0030832 A1 EP 0030832A1
Authority
EP
European Patent Office
Prior art keywords
piston
mixture
combustion engine
internal combustion
cylinder
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.)
Granted
Application number
EP80304401A
Other languages
English (en)
French (fr)
Other versions
EP0030832B1 (de
Inventor
Claude Hector May
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
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Publication date
Application filed by Individual filed Critical Individual
Priority to AT80304401T priority Critical patent/ATE6538T1/de
Publication of EP0030832A1 publication Critical patent/EP0030832A1/de
Application granted granted Critical
Publication of EP0030832B1 publication Critical patent/EP0030832B1/de
Expired legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01B—MACHINES OR ENGINES, IN GENERAL OR OF POSITIVE-DISPLACEMENT TYPE, e.g. STEAM ENGINES
    • F01B7/00—Machines or engines with two or more pistons reciprocating within same cylinder or within essentially coaxial cylinders
    • F01B7/02—Machines or engines with two or more pistons reciprocating within same cylinder or within essentially coaxial cylinders with oppositely reciprocating pistons
    • F01B7/14—Machines or engines with two or more pistons reciprocating within same cylinder or within essentially coaxial cylinders with oppositely reciprocating pistons acting on different main shafts
    • 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
    • F02B33/02—Engines with reciprocating-piston pumps; Engines with crankcase pumps
    • F02B33/06—Engines with reciprocating-piston pumps; Engines with crankcase pumps with reciprocating-piston pumps other than simple crankcase pumps
    • F02B33/08—Engines with reciprocating-piston pumps; Engines with crankcase pumps with reciprocating-piston pumps other than simple crankcase pumps with the working-cylinder head arranged between working and pumping 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
    • F02B41/00—Engines characterised by special means for improving conversion of heat or pressure energy into mechanical power
    • 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
    • F02B75/28—Engines with two or more pistons reciprocating within same cylinder or within essentially coaxial cylinders

Definitions

  • This invention relates to internal combustion engines, particularly but not exclusively for automotive use. Under present conditions there are particularly stringent requirements for such engines both economically, in the conservation of energy and the consumption of materials and also in legislative factors such as pollution and highway usage.
  • an engine operating on the general two-stroke principle includes, in addition to a normal piston which is reciprocable in a cylinder to drive a crank shaft in the usual way and also to inhale and compress a volume of air, a mechanism operating in synchronism with the piston for introducing a compressed charge of mixture of air and fuel through a non-return valve into a relatively small ignition chamber including a sparking plug and communicating with a combustion chamber in the cylinder head.
  • the compressed charge of mixture which may be of more or less normal composition passes through the non-return valve into the ignition chamber and ignition starts as the piston approaches the end of its inward stroke.
  • the balance of the charge of mixture continues to flow through the non-return valve and into the ignition chamber where it is ignited by the already burning initial part of the charge and then with considerable increase of pressure and temperature blasts through into the compressed air now in the combustion chamber.
  • the head of the latter Owing to the synchronism between the introduction of the charge of mixture and the operation of the piston, the head of the latter reaches its closest point to the head of the cylinder containing the combustion chamber at about the same time as the pressure and temperature generated by the combustion approaches a peak.
  • this mechanism includes a second piston working in a separate cylinder which is conveniently co-axial with and opposed to the first, but may be of different capacity and may be arranged either above or below the first cylinder.
  • the necessary synchronism between the two pistons is then achieved by appropriate mechanical linking of the two respective crank shafts. Owing to the nature of the air/fuel mixture, it is important that its path of flow should be such as to avoid a::y unnecessary separation of the two components.
  • the mixture could be introduced at the inner end of the cylinder, being inhaled on the outward stroke of the piston and compressed so as to pass through the non-return valve into the ignition chamber on the inward stroke, the mixture preferably enters at the outer end of the cylinder so as to follows a generally axial path along the cylinder without any abrupt changes of direction. Accordingly, on its inward stroke, the piston compresses one charge of mixture to pass through the non-return valve and, at the same time, inhales the next charge behind it. On the outward stroke of the piston, the already inhaled charge of mixture passes through or round the piston, or both, in readiness for compression on the next inward stroke.
  • passages may be cut into the cylinder wall to be uncovered by the crown of the piston towards the end of its outward stroke, or axial passages fitted with a non-return valve or valves may be formed in the piston to allow the mixture to pass through the piston on the outward stroke.
  • the non-return valve or valves controlling the passages in the piston is or are subject to relatively light spring loading such that the valve or valves tend to close during the latter part of the outward stroke as a result of the deceleration of the piston so that, after the closure of the non-return valve or valves, the mixture flows along the passages in the cylinder wall and round the piston.
  • the air/fuel mixture is drawn from a carburettor, conveniently through a reed valve opening into the crank case.
  • a reed valve may be designed to provide quite high volumetric efficiency with little flow resistance and should have the ability to vary its opening, staying open in response to demand and allowing inertia to aid filling. Under the influence of differential pressures, this valve should provide flow "taper-off" and should then close in such a way as to prevent sudden flow cessation with resultant flow reversal and "spit back" of fuel.
  • the non-return valve is preferably designed to produce a number of changes of direction of the mixture, leading to a degree of localised turbulence having a mechanical shearing action tending to break up any larger droplets of fuel and to inhibit the formation of further such droplets prior to ignition.
  • the non-return valve may include a disc co-operating with a seating surrounding a passage leading from the mixture supply space, the disc being located in a space having slightly greater transverse extent than the disc and communicating with a further space on the side of the disc remote from the seating and which is in communication with a passage leading to the ignition chamber.
  • the space in which the disc is located has a basic diameter corresponding to that of the disc and a number of spaced arcuate extensions beyond the basic diameter, the arcuate extensions of the space being separated by cusp-shaped projections which support the disc to define the further space remote from the seating.
  • the ignition chamber may follow immediately after the non-return valve, being formed as an enlargement in an axial passage extending through the cylinder head.
  • the heads of the two cylinders may be defined by a common block through which the axial passage passes, the block having the non-return valve at one side and being hollowed out to form the combustion chamber at the other side.
  • the combustion chamber is thus separated from the ignition chamber by a short length of the axial passage so that the mixture, after ignition by the sparking plug in the ignition chamber, flows rapidly along the . short length of passage before entering the combustion chamber.
  • the combustion chamber is preferably generally toroidal in shape, but other shapes are possible. If required, more than one passage may be provided between the ignition chamber and the combustion chamber.
  • a particular fault of a normal two-stroke engine is misfiring under light and, in particular, very low and no-load running. This arises from the previously referred to inefficient scavenge, fuel wastage, excessive contamination and temperature rise of the charge.
  • a combination of this effect and direct short-circuiting of fuel i.e. unburnt fuel which passes out with the exhaust gases, means that there is an appreciable reduction in the percentage of fresh mixture which is retained for subsequent compression and ignition.
  • the main cylinder preferably includes one or more small additional outwardly opening valve controlled exhaust ports in the region of the mid-point of its length. Under normal spring loaded operation, these ports remain closed and operation occurs as previously described. Under idling conditions, however, the ports are opened so that compression does not start until the piston has passed the ports, thus greatly reducing the amount of air subject to compression and the flywheel energy required for this duty. In this way, the restricted intake from the carburettor can be ignited every cycle and with complete reliability.
  • valves may be operated quite automatically, e.g. by the high intake manifold depression at the idling setting.
  • the part of the engine in which the power is developed comprises a piston 1 working in a cylinder 2 in a manner very similar to that of a normal two-stroke engine.
  • the cylinder has an air inlet 3 and an exhaust port 4 which are quite similar to those of a normal engine except that, in a normal engine, the inlet 3 would have the carburettor connected to it.
  • there is an additional, valve-controlled exhaust port 5 which, when opened under idling conditions, prevents compression starting until the piston is past the port, thus operating as a part-compression valve.
  • the connecting rod and crank shaft are also similar to those in a normal engine and are therefore omitted.
  • the cylinder 2 departs from normal design and terminates in a block 10 formed with a combustion chamber 11 which, as can be seen, is generally toroidal in shape, i.e. the upper surface, as seen in the drawing, approximates in shape to the upper portion of a toroid.
  • a second cylinder 13 formed with by-pass passages 14, which is co-axial with the cylinder 2 and contains a piston 15 operating in synchronised opposition to the piston 1.
  • the connecting rod is shown as 16 and the crank shaft as 17, this being mechanically linked to the crank shaft of the piston 1 to provide the required synchronisation.
  • the two cylinders 2 and 13 have the same bore, the respective pistons do not have the same stroke (as can be seen the piston 15 has only half the stroke of the piston 1); this is not essential and the effective volumes of the two cylinders may be equal or differ from one another to a greater or lesser extent if it is required to provide other differing volumes of air supplied by the cylinder 2 and mixture supplied by the cylinder 13, as will now be described.
  • air/fuel mixture is drawn from a carburettor (not shown) along an inlet passage 20, past a non-return, reed valve 21 and into the crank case 22. This occurs during the downward or inward stroke of the piston 15.
  • the charge of mixture undergoes very light compression and is transferred from the crank case 22, primarily through passages 23 in the piston 15, and thence to the space below the piston 15.
  • the passages 23 are closed by a common, light, non-return disc valve 24, of which the disc is pressed lightly against the lower surface of the piston 15 by springs, of which one is seen at 25.
  • the valve 24 is largely responsive both to the differential pressures below and above the piston 15 and to the acceleration and deceleration of the piston.
  • the valve closes when the piston accelerates on the inward stroke and is prevented from opening at the end of the stroke by the resultant pressure below the piston.
  • the valve then opens at the start of the outward stroke, due to the acceleration and drop in pressure and thus allows free flow of the inhaled charge of mixture in the crank case into the space below the piston.
  • the residue of the inhaled mixture passes around the piston 15 through the passages 14 which.are uncovered by the crown of the piston toward the end of the stroke.
  • This arrangement not only retains the inertia flow from the carburettor but avoids significant pressure rise and "snap-back" stress on the flexible entry reed valve 21.
  • the next inward stroke of the piston 15 simultaneously inhales a fresh charge of mixture in the manner just described and starts to compress the charge below it so as to force this charge through a non-return disc valve shown generally as 30.
  • the valve is fitted to the lower side of an axial opening 31 formed in a plate 32 fixed to the top of the block 10.
  • the valve 30 (which forms an important element of the overall construction and which will be described in more detail with reference to Figures 2 and 3) gives access to an axial passage 33 passing through the block 10 into the combustion chamber 11.
  • the passage 33 is enlarged at 34 to constitute a small ignition chamber fitted with a sparking plug 35.
  • the sparking plug 35 is timed to ignite the mixture in the ignition chamber 34 shortly after the flow of mixture through the disc valve 30 starts.
  • the balance of the charge of mixture is ignited as it enters the ignition chamber 34 by the already burning initial proportion of the charge and then with considerable increase of pressure and temperature this blasts through the short length of the passage 33 below the ignition chamber 34 and into the compressed air now in the combustion chamber 11.
  • this leads to a high degree of turbulence in the combustion chamber, which is assisted by the toroidal shape of the chamber, and the outward strokes of the two pistons then begin.
  • the efficient combustion is also assisted by the mechanical shearing action which occurs when the mixture passes around the disc of the valve 30 which breaks up any larger droplets and inhibits further droplet formation.
  • This action and the small volume of the ignition chamber 34 virtually eliminates the "delay" conventional engines suffer after ignition.
  • the continuance of mixture flow after the start of ignition results in pressure rise characteristics approaching those of the constant pressure cycle.
  • the beneficial effects of the non-return valve 30 are largely due to its design, as best seen from Figures 2 and 3.
  • the disc of the valve is shown as 40 in Figure 1 and this operates in a chamber which is of generally trefoil shape as seen in Figure 2.
  • the full depth of the chamber is defined by the leaves 41 of the trefoil which are defined by inter-secting cylindrical recesses machined into the upper surface of the block 10.
  • the chamber thus defined leads into the top of the passage 33 previously described.
  • the intersections of the recesses 41 define cusps 42, the axial height of which is reduced by the machining of a further cylindrical recess, co-axial with the passage 33, and the outer edge of which is seen at 43 in the spaces above adjacent cusps 42.
  • the disc 40 which is omitted from Figure 2 for the sake of clarity, forms a close fit within the recess 43 and in the open position is thus supported by the innermost portions of the cusps 42, as seen in Figure 3.
  • valve disc 40 is lifted from the cusps 42 and pressed against the under surface of the plate 32 surrounding the opening 31.
  • the disc 40 can be made very light so as to have extremely little inertia and can thus be extremely quick- acting, requiring no spring for its operation.
  • the effective volumes of the cylinders 2 and 13 need not be the same and in many cases the volume of the cylinder 13 would be less than that of the cylinder 2. Whether or not the volumes are the same, it is possible to achieve full dynamic balance and absence of vibration by ensuring that the rotating mass on each crank pin is accurately counterbalanced and that the product of the reciprocating weight times the stroke in each section should be equal. This coupled with the advantages previously described, leads to an economic and highly efficient engine producing an extremely low degree of atmospheric pollution and be virtually devoid of pollution.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)
  • Valve Device For Special Equipments (AREA)
  • Valve-Gear Or Valve Arrangements (AREA)
EP80304401A 1979-12-13 1980-12-05 Brennkraftmaschine Expired EP0030832B1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT80304401T ATE6538T1 (de) 1979-12-13 1980-12-05 Brennkraftmaschine.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
GB7943027 1979-12-13
GB7943027 1979-12-13

Publications (2)

Publication Number Publication Date
EP0030832A1 true EP0030832A1 (de) 1981-06-24
EP0030832B1 EP0030832B1 (de) 1984-03-07

Family

ID=10509824

Family Applications (1)

Application Number Title Priority Date Filing Date
EP80304401A Expired EP0030832B1 (de) 1979-12-13 1980-12-05 Brennkraftmaschine

Country Status (3)

Country Link
EP (1) EP0030832B1 (de)
AT (1) ATE6538T1 (de)
DE (1) DE3066880D1 (de)

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0156543A1 (de) * 1984-03-10 1985-10-02 Coventry Polytechnic Higher Education Corporation Brennkraftmaschine
FR2639998A1 (fr) * 1988-12-07 1990-06-08 Rauline Jeannine Compresseur avec clapet a tige coulissante dans le piston utilisable pour l'alimentation en tete d'un moteur deux-temps special
AU599356B2 (en) * 1986-02-25 1990-07-19 Coventry University Internal combustion engine (catalytic)
US4981114A (en) * 1990-01-26 1991-01-01 Skopil Arnold O Stratified charge internal combustion engine
EP0514982A1 (de) * 1991-05-20 1992-11-25 PIAGGIO VEICOLI EUROPEI S.p.A. Brennkraftmaschine mit einem getrennten Gasraum für die Brennstoffeinspritzung
US5713521A (en) * 1995-06-26 1998-02-03 Scheffel; Bernd W. Apparatus for intermittently atomizing a fluid
WO1999007984A1 (en) * 1997-08-04 1999-02-18 Stratified Engine Technology Pty. Ltd. Internal combustion engines
US20140158083A1 (en) * 2012-12-07 2014-06-12 Hyundai Motor Company Spark ignition engine

Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB309649A (en) * 1928-01-25 1929-04-18 Phillis Tuckfield Improvements in or connected with internal combustion engines
US1721320A (en) * 1928-01-18 1929-07-16 Signorini Alberto Internal-combustion engine
US1984013A (en) * 1931-04-09 1934-12-11 Gen Motors Corp Two-stroke cycle engine
DE650239C (de) * 1934-05-23 1937-09-16 Armand Phelippon Brennkraftmaschine
US2453377A (en) * 1944-01-25 1948-11-09 Carburation Pour L Automobile Throttle control for the primary and secondary charges of engines
US2658487A (en) * 1949-05-10 1953-11-10 Basabe Nicolas Iturbe Two-stroke internal-combustion engine
DE2308358A1 (de) * 1973-02-20 1974-09-19 Bekama Ag Vorrichtung zur verbesserung der gemischbildung und schichtladung bei einem verbrennungsmotor
US3880126A (en) * 1973-05-10 1975-04-29 Gen Motors Corp Split cylinder engine and method of operation

Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1721320A (en) * 1928-01-18 1929-07-16 Signorini Alberto Internal-combustion engine
GB309649A (en) * 1928-01-25 1929-04-18 Phillis Tuckfield Improvements in or connected with internal combustion engines
US1984013A (en) * 1931-04-09 1934-12-11 Gen Motors Corp Two-stroke cycle engine
DE650239C (de) * 1934-05-23 1937-09-16 Armand Phelippon Brennkraftmaschine
US2453377A (en) * 1944-01-25 1948-11-09 Carburation Pour L Automobile Throttle control for the primary and secondary charges of engines
US2658487A (en) * 1949-05-10 1953-11-10 Basabe Nicolas Iturbe Two-stroke internal-combustion engine
DE2308358A1 (de) * 1973-02-20 1974-09-19 Bekama Ag Vorrichtung zur verbesserung der gemischbildung und schichtladung bei einem verbrennungsmotor
US3880126A (en) * 1973-05-10 1975-04-29 Gen Motors Corp Split cylinder engine and method of operation

Cited By (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0156543A1 (de) * 1984-03-10 1985-10-02 Coventry Polytechnic Higher Education Corporation Brennkraftmaschine
AU599356B2 (en) * 1986-02-25 1990-07-19 Coventry University Internal combustion engine (catalytic)
FR2639998A1 (fr) * 1988-12-07 1990-06-08 Rauline Jeannine Compresseur avec clapet a tige coulissante dans le piston utilisable pour l'alimentation en tete d'un moteur deux-temps special
US4981114A (en) * 1990-01-26 1991-01-01 Skopil Arnold O Stratified charge internal combustion engine
EP0514982A1 (de) * 1991-05-20 1992-11-25 PIAGGIO VEICOLI EUROPEI S.p.A. Brennkraftmaschine mit einem getrennten Gasraum für die Brennstoffeinspritzung
US5271372A (en) * 1991-05-20 1993-12-21 Piaggio Veicoli Europei S.P.A. Cylinder head for internal combustion engines, with a device for pneumatically assisted direct fuel injection
US5713521A (en) * 1995-06-26 1998-02-03 Scheffel; Bernd W. Apparatus for intermittently atomizing a fluid
WO1999007984A1 (en) * 1997-08-04 1999-02-18 Stratified Engine Technology Pty. Ltd. Internal combustion engines
US20140158083A1 (en) * 2012-12-07 2014-06-12 Hyundai Motor Company Spark ignition engine
CN103867287A (zh) * 2012-12-07 2014-06-18 现代自动车株式会社 火花点火式发动机及其控制方法
CN103867287B (zh) * 2012-12-07 2018-04-24 现代自动车株式会社 火花点火式发动机及其控制方法

Also Published As

Publication number Publication date
EP0030832B1 (de) 1984-03-07
ATE6538T1 (de) 1984-03-15
DE3066880D1 (en) 1984-04-12

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