EP0030832B1 - Brennkraftmaschine - Google Patents

Brennkraftmaschine Download PDF

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Publication number
EP0030832B1
EP0030832B1 EP80304401A EP80304401A EP0030832B1 EP 0030832 B1 EP0030832 B1 EP 0030832B1 EP 80304401 A EP80304401 A EP 80304401A EP 80304401 A EP80304401 A EP 80304401A EP 0030832 B1 EP0030832 B1 EP 0030832B1
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EP
European Patent Office
Prior art keywords
piston
cylinder
mixture
valve
combustion engine
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.)
Expired
Application number
EP80304401A
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English (en)
French (fr)
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EP0030832A1 (de
Inventor
Claude Hector May
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Individual
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Individual
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Publication date
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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.
  • U.S. patent no. 3,880,126 discloses a two-stroke engine which includes a piston reciprocable in a cylinder to drive a crank shaft and a second piston working in a separate cylinder and synchronised with the first piston for drawing in a charge of mixture of air and fuel through an inlet valve, compressing the charge and forcing it 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 two cylinders are arranged side by side so that the two pistons are connected to a common crank shaft with the non-return valve leading to the ignition chamber adjacent the inlet valve.
  • the engine is designed so that the charge of mixture is mixed with retained exhaust products prior to ignition.
  • the present invention is largely based on the concept that the retention of exhaust products is not, in fact, beneficial and the invention makes deliberate attempts to eliminate such products.
  • an engine of this same general kind is characterised in that the second piston is driven by a separate crank shaft and that the separate cylinder is co-axial with and opposed to the first cylinder, the inlet valve is a reed valve located at the crank case end of the separate cylinder, and the second piston is formed with axial passages controlled by a further non-return valve or valves operating in such a way as to allow the passage of mixture through the piston during part at least of the outward stroke, whereby on each inward stroke of the second piston a charge of mixture is compressed and forced through the non-return valve and a further charge is drawn into the separate cylinder through the reed valve from a carburettor and on each outward stroke the further charge is subjected to light compression and passes to the other side of the piston in readiness for compression on the next inward stroke.
  • An engine in accordance with the invention will have a much higher scavenge efficiency than is customary, which will result in an equally higher volumetric and combustion efficiency. This, with the lower temperature range of the working cycle, will ensure a reduction of heat losses due to mixture dissociation, a lessening of the formation of oxides of nitrogen and an almost total elimination of unburnt hydrocarbons in the exhaust. Further, this can be attained without the application and expense of mechanical valve operation which would suffer from high inertia over very short periods of operation.
  • 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 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.
  • the reed valve through which the air/fuel mixture is drawn from the carburettor 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.
  • passages may be cut into the cylinder wall to be uncovered by the crown of the piston towards the end of its 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 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.
  • the 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 de- celleration 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.
  • both cylinders 2 and 13 have nominal clearance volumes, the presence of the combustion chamber 11 at the end of the cylinder 2 means that the pressure generated in this cylinder is appreciably less than that in the cylinder 13 and, as a result of this difference, the non-return valve 30 is opened to allow the flow of mixture to start when the piston is approaching the end of the inward stroke. This is because the higher pressure of the mixture acts on a restricted area of the disc of the non-return valve 30, as defined by the size of the opening 31, whereas the lower air pressure in the cylinder 2 is effective over the whole area of the valve disc.
  • 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 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 inter-sections 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 counter-balanced 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 atmosphereic pollution and be virtually devoid of pollution.

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  • 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)

Claims (11)

1. Brennkraftmaschine, die im Zweitakt arbeitet und einen Kolben (1) umfaßt, der in einem Zylinder hin- und herbewegbar ist und eine Kurbelwelle antreibt und ebenfalls ein Luftvolumen ansaugt und komprimiert, mit einem zweiten Kolben (15), der in einem getrennten Zylinder (13) arbeitet und mit dem ersten synchronisiert ist, um eine bestimmte Menge eines Luft-Benzingemisches durch ein Einlaß-Ventil (21) anzusaugen, diese Menge zu komprimieren und durch ein Rückschlagventil (30) in eine relativ kleine Zündkammer (34), die eine Zündkerze aufweist, zu drücken, wobei die Zündkammer mit einer Brennkammer (11) im Zylinderkopf in Verbindung steht, dadurch gekennzeichnet, daß der zweite Kolben durch eine getrennte Kurbelwelle angetrieben wird, und daß der getrennte Zylinder koaxial zum ersten Zylinder und diesem gegenüber liegt, und daß das Einlaßventil (21) als Blatt- bzw. Klappenventil am Kurbelwellengehäuseende des getrennten Zylinders (13) angeordnet ist, und daß der zweite Kolben (15) mit axialen Durchgängen (23) ausgebildet ist, die durch ein weiteres Rückschlagventil (24) oder Ventile gesteuert werden, die derart arbeiten, daß das Gemisch den Kolben mindestens teilweise während des nach außen gerichteten Hubes durchläuft und daß bei jedem nach innen gerichteten Hub des zweiten Kolbens (15) eine bestimmte Menge des Gemisches komprimiert und durch das Rückschlagventil (30) gedrückt wird, und daß eine weitere Menge in den getrennten Zylinder (13) durch das Klappenventil (21) aus dem Vergaser angesaugt wird, und daß nach jedem nach außen gerichteten Hub die weitere Menge einer leichten Kompression unterworfen wird und zur anderen Seite des Kolbens in Erwartung zur Kompression beim nächsten nach innen gerichteten Hub strömt.
2. Brennkraftmaschine nach Anspruch 1, dadurch gekennzeichnet, daß das äußere Ende der Wandung des getrennten Zylinders (13) mit Durchgängen (14) ausgebildet ist, die durch den zweiten Kolben (15) in Richtung auf das Ende des nach außen gerichteten Hubes freigelegt sind, so daß nach dem Schließen des Rückschlagventils (24) oder den Ventilen im Kolben als Ergebnis der Beschleunigung des Kolbens das Gemisch entlang diesen Durchgängen bzw. Passagen (14) und um den Kolben herum (15) strömt.
3. Brennkraftmaschine nach Anspruch 1 oder 2, dadurch gekennzeichnet, daß das Rückschlagventil (30), das zur Zündkammer (34) führt, koaxial mit den beiden Zylindern ist. 4. Brennkraftmaschine nach einem der vorstehenden Ansprüche, dadurch gekennzeichnet, daß das Rückschlagventil (30), das zur Zündkammer (34) führt, derart aufgebaut ist, daß es eine Anzahl an Richtungsveränderungen des Gemisches ermöglicht, die zu einer lokalisierten Turbulenz führen, was eine Zerstäubung der Benzintropfen und die Verhinderung der Bildung solcher Tropfen bewirkt.
5. Brennkraftmaschine nach Anspruch 4, dadurch gekennzeichnet, daß das Ventil (30) eine Scheibe (40) umfaßt, die mit einem Sitz (42) zusammenwirkt, der den Durchgang (31) umgibt, der vom Gemischvorratsraum kommt, wobei die Scheibe derart in einem Raum angeordnet ist, der eine etwas größere Querabmessung besitzt als die Scheibe und mit einem weiteren Raum auf der entfernt vom Sitz (42) liegenden Seite der Scheibe in Verbindung steht, und der mit einem Durchgang (33) in Verbindung steht, der zur Zündkammer (34) führt.
6. Brennkraftmaschine nach Anspruch 5, dadurch gekennzeichnet, daß der Raum, in dem die Scheibe (40) angeordnet ist, einen Basisdurchmesser (43) besitzt, der dem der Scheibe (40) und einer Anzahl beabstandeter bogenförmiger Verlängerungen (41) über den Basisdurchmesser hinaus entspricht, wobei die bogenförmigen Verlängerungen des Raumes durch spitzenförmige Vorsprünge (42) getrennt sind, die die Scheibe unter Ausbildung des weiteren Raumes entfernt vom Sitz tragen.
7. Brennkraftmaschine nach Anspruch 5 oder 6, dadurch gekennzeichnet, daß die Zündkammer (34) als eine Vergrößerung in einem Durchgang (33) ausgebildet ist, der sich durch den Zylinderkopf (10) vom Rückschlagventil (30) erstreckt.
8. Brennkraftmaschine nach irgendeinem der vorstehenden Ansprüche, dadurch gekennzeichnet, daß ein einziger Durchgang (33) zwischen der Zündkammer (34) und der Brennkammer (11) vorgesehen ist.
9. Brennkraftmaschine nach irgendeinem der vorstehenden Ansprüche, dadurch gekennzeichnet, daß die Köpfe der beiden Zylinder als gemeinsamer Block (10) ausgebildet sind, der ausgehöhlt ist unter Ausbildung .einer allgemein toroidalen Brennkammer (11).
10. Brennkraftmaschine nach irgendeinem der vorstehenden Ansprüche, dadurch gekennzeichnet, daß der Hauptzylinder eine oder mehrere zusätzliche nach außen gerichtete, öffnungsventilgesteuerte Auslaßöffnungen (5) im Bereich der Mitte ihrer Gesamtlänge umfaßt.
11. Brennkraftmaschine nach irgendeinem der vorstehenden Ansprüche, dadurch gekennzeichnet, daß die beiden Zylinder eine gemeinsame Bohrung besitzen, wobei einer die Verlängerung des anderen bildet, und daß die Zylinderköpfe als ein gemeinsamer Block (10) ausgebildet sind, die zwischen den beiden Zylindern angeordnet sind.
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 EP0030832A1 (de) 1981-06-24
EP0030832B1 true EP0030832B1 (de) 1984-03-07

Family

ID=10509824

Family Applications (1)

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EP80304401A Expired EP0030832B1 (de) 1979-12-13 1980-12-05 Brennkraftmaschine

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

Families Citing this family (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB8406337D0 (en) * 1984-03-10 1984-04-11 Coventry City Council Ic engine
DE3785779T2 (de) * 1986-02-25 1993-08-12 Dan Merritt 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
US4981114A (en) * 1990-01-26 1991-01-01 Skopil Arnold O Stratified charge internal combustion engine
IT1248314B (it) * 1991-05-20 1995-01-05 Piaggio Veicoli Europ Testata per motori a c.i. con dispositivo per l'iniezione diretta di carburante assistita pneumaticamente
DE19523194C2 (de) * 1995-06-26 1997-07-31 Bernd Scheffel Vorrichtung zum intermittierenden Versprühen einer Flüssigkeit
AUPO837397A0 (en) * 1997-08-04 1997-08-28 Trihey, Albert Massey Internal combustion engines
KR101371751B1 (ko) * 2012-12-07 2014-03-12 현대자동차(주) 점화식 엔진

Family Cites Families (7)

* 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
US3880126A (en) * 1973-05-10 1975-04-29 Gen Motors Corp Split cylinder engine and method of operation

Also Published As

Publication number Publication date
ATE6538T1 (de) 1984-03-15
DE3066880D1 (en) 1984-04-12
EP0030832A1 (de) 1981-06-24

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