EP0267905A1 - Moteur a combustion interne a deux temps - Google Patents

Moteur a combustion interne a deux temps

Info

Publication number
EP0267905A1
EP0267905A1 EP19860903892 EP86903892A EP0267905A1 EP 0267905 A1 EP0267905 A1 EP 0267905A1 EP 19860903892 EP19860903892 EP 19860903892 EP 86903892 A EP86903892 A EP 86903892A EP 0267905 A1 EP0267905 A1 EP 0267905A1
Authority
EP
European Patent Office
Prior art keywords
engine
cylinder
period
piston
compression
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Withdrawn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
EP19860903892
Other languages
German (de)
English (en)
Inventor
Pao Chi Pien
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
Publication of EP0267905A1 publication Critical patent/EP0267905A1/fr
Withdrawn legal-status Critical Current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
    • F02B33/00—Engines characterised by provision of pumps for charging or scavenging
    • F02B33/02—Engines with reciprocating-piston pumps; Engines with crankcase pumps
    • F02B33/04—Engines with reciprocating-piston pumps; Engines with crankcase pumps with simple crankcase pumps, i.e. with the rear face of a non-stepped working piston acting as sole pumping member in co-operation with the crankcase
    • 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
    • F02B25/02—Engines characterised by using fresh charge for scavenging cylinders using unidirectional scavenging
    • F02B25/04—Engines having ports both in cylinder head and in cylinder wall 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
    • 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

Definitions

  • the invention relates to an improved two-stroke engine of the internal combustion type.
  • the invention is a novel two-stroke internal combustion engine based on a new engine cycle.
  • the engine comprises conventional structure, including a cylinder, a cylinder head, a piston reciprocal within the cylinder, a crankcase, a crank with a piston rod connecting the crank and the piston, an exhaust valve located in the cylinder head, and inlet ports in the wall of the cylinder.
  • the improvement results basically from locating the inlet ports in the cylinder wall at a point corresponding approximately to the middle of the piston stroke.
  • the cycle of events in the engine cycle are greatly altered and a new two-stroke engine cycle is obtained.
  • the inlet ports at the new location divide the cylinder into an upper portion and a lower portion with respect to the piston stroke.
  • the new engine improves the scavenging process over that of a conventional two-stroke engine. It also reduces the intake-compression power loss. It provides an engine in which there may be substantial differences in the compression and expansion ratios. It provides a higher expansion ratio for high thermal efficiency. And by providing a lower compression ratio it is possible to limit the maximum pressure and temperature within the cylinder.
  • Fig. 1 shows a pressure-volume relationship of the engine of this invention.
  • Fig. 2 shows a cross section view through the a centerline of a cylinder of the invention with the piston positioned at the beginning of the expansion period.
  • Fig. 3 is a cross section as in Fig. 2 with the piston at the bottom end of the stroke.
  • Fig. 4 is a diagram showing the crank angles for the different cycle events. DESCRIPTION OF THE INVENTION:
  • Fig. 1 the new air cycle is shown by the solid line.
  • the cylinder contains air at the pressure and volume indicated at point -a-.
  • the air is compressed reversibly and adiabatically to point -b-.
  • heat is added at constant volume to increase the pressure to point -c-.
  • reversable adiabatic expansion takes place from point -c- to point -d-.
  • the air is cooled at a constant volume to point -e- and then at a constant pressure to point -a- to complete the cycle.
  • the adiabatic expansion is carried beyond the original volume to obtain a higher expansion ratio than the compression ratio.
  • a point -d'- is added to Fig-. 1, with the volume at point -d'- equal to the starting volume at point -a-.
  • the cycle a-b-c-d'-a is the well known constant volume cycle for reciprocating spark ignition engines.
  • the area d'-d-e-a-d' represents an extra output, of the new cycle to give a higher thermal efficiency. If the engine's exhaust valve closing is advanced, the constant pressure cooling is shortened to point -a'- instead of point -a- to begin the adiabatic compression.
  • the additional output:, as Indicated by the dotted line in Fig. 1, is obtained from an increased volume at the beginning of the compression.
  • a cylinder -11- of the engine with inlet ports -12- the cylinder having a cylinder liner -26-, cylinder head -22- an exhaust valve -13- located in the cylinder head -22-, a piston -17- reciprocal within the cylinder -11-, a crankcase -16-, a crank shaft -19- mounted in the crankcase -16-, and connected to the piston -17- by a connecting rod -23-.
  • a one-way valve -14- such as a reed valve
  • the exhaust valve -13- is opened by a suitable valve mechanism and the inlet ports -12- are uncovered by the movement of the piston -17- -to commence the scavenging process which consists of a flow of pressurized gas or air from the crankcase -16- into the cylinder -11-, by way of passage the -18- one-way valve -15- and ports -12- the pressure within the cylinder -11- having been lowered by the opening of the exhaust valve -13- to a pressure lower than that of the gas or air within the crankcase -16-.
  • the piston continues to move downward and at this point in its downward motion the piston -17- begins the intake period and at the same time continues to compress the gas or air within the crankcase and to draw the gas or air into the lower portion -24- of the cylinder -11- through the passage -18- through valve 15 and inlet ports -12-. Due to the location of the inlet ports the gas within the upper portion -25- of the cylinder remains substantially undisturbed during this operation.
  • the piston -17- moves upward to begin an exhaust period. During this period the piston -17- pushes the air or gas in the lower portion -24- of the cylinder -11- bodily upward to force out the combusted gases remaining in the upper portion -25- of the cylinder -11-. At the same time it draws fresh air or gas into the crankcase -16- through valve -14- in the crankcase wall. The valve -15-functions to prevent backflow from the cylinder -11- into the crankcase -16-.
  • a compression period begins.
  • the piston continues its upward movement it compresses the air or gas in the upper portion -25- of cylinder -11- while at the same time, it continues to draw air or gas into the crankcase -16- through valve -14-.
  • combustion is initiated and the expansion period follows for a complete engine cycle.
  • the new cycle consists of all the cycle events of a two-stroke engine and of a four-stroke engine, i.e. compression, combustion, expansion, scavenging, intake and exhaust.
  • the compression ratio is defined as the maximum cylinder volume divided by the minimum cylinder volume, and the expansion ratio is equal to the compression ratio.
  • the compression ratio is defined as the cylinder volume at the beginning of the compression period divided by the minimum cylinder volume.
  • the expansion ratio is defined as the cylinder volume at the end of the expansion period divided by the minimum cylinder volume.
  • An effective stroke is defined as the distance traveled by the piston during the compression period and the engine displacement is computed from the affective stroke while the displacement of the crankcase compressor i.e. the displacement of the piston during the period it functions to compress the gas in the crankcase, is computed from the full stroke.
  • the scavenging ratio is the ratio between the compressor displacement and the engine displacement.
  • This ratio for the usual crankcase scavenging is always less than one. For the new engine this ratio may be much greater than one.
  • the cycle of events is essentially controlled by the exhaust valve -13-.
  • the opening of the exhaust valve -13- may be controlled by a cam on the crankshaft and determines the end of the expansion period and the closing of valve -13- determines the beginning of the compression period. If the opening and closing of valve -13- are symetrical with, respect to the dead center at the cylinder head end of the cylinder, the compression period and the expansion period are equal.
  • valve -13- If the opening of valve -13- is delayed, the expansion period is longer than the compression period and a more complete expansion is obtained. If the closing of valve -13- is advanced, the compression period starts earlier in the cycle and more air is trapped within the cylinder for combustion and a supercharged condition is obtained.
  • the engine of this invention can be operated either as a spark-ignited system or as a compression ignited system. Adding to the flexability of operation, fuel may be injected into the cylinder or the fuel may be introduced through the crankcase -16-. It is also to be understood that more than one cylinder may be utilized with the other pistons driving a common crank shaft if certain minor modifications are made to the engine such as hermetically isolating the crankcase volume associated with each cylinder, or other suitable arrangements can be made to accomplish the proper operation of the engine.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Abstract

L'amélioration apportée au moteur à combustion interne du type à deux temps décrit provient essentiellement de l'emplacement des orifices d'admission (12) et de la soupape d'échappement (13). En plaçant les orifices d'admission (12) en un point proche du milieu de la course du piston et en disposant la soupape d'échappement (13) dans la culasse (22), on améliore le processus de balayage du moteur et on réduit les pertes de puissance de compression à l'admission, tout en permettant au moteur de présenter les différences sensibles dans les rapports de compression et de détente. La conception dudit moteur amélioré permet une réduction des contraintes sur le mécanisme de distribution et de fonctionnement du système de soupapes.
EP19860903892 1986-05-29 1986-05-29 Moteur a combustion interne a deux temps Withdrawn EP0267905A1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/US1986/001135 WO1987007325A1 (fr) 1986-05-29 1986-05-29 Moteur a combustion interne a deux temps

Publications (1)

Publication Number Publication Date
EP0267905A1 true EP0267905A1 (fr) 1988-05-25

Family

ID=22195519

Family Applications (1)

Application Number Title Priority Date Filing Date
EP19860903892 Withdrawn EP0267905A1 (fr) 1986-05-29 1986-05-29 Moteur a combustion interne a deux temps

Country Status (2)

Country Link
EP (1) EP0267905A1 (fr)
WO (1) WO1987007325A1 (fr)

Families Citing this family (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH01227817A (ja) * 1988-03-09 1989-09-12 Kioritz Corp 二サイクル・ユニフロー火花点火機関
JPH01300012A (ja) * 1988-05-25 1989-12-04 Kioritz Corp 二サイクル・ユニフロー火花点火機関
JPH02108815A (ja) * 1988-10-17 1990-04-20 Kioritz Corp 二サイクル・ユニフロー火花点火機関
JPH0668247B2 (ja) * 1989-07-17 1994-08-31 いすゞ自動車株式会社 アルコール燃料を用いるセラミックエンジン
US5072699A (en) * 1989-07-18 1991-12-17 Pien Pao C Internal combustion engine
US5083533A (en) * 1989-11-09 1992-01-28 North American Philips Corporation Two-stroke-cycle engine with variable valve timing
US7114485B2 (en) * 2004-01-15 2006-10-03 Pien Pao C Over expanded two-stroke engines
US7640911B2 (en) * 2007-08-28 2010-01-05 Pien Pao C Two-stroke, homogeneous charge, spark-ignition engine

Family Cites Families (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US876020A (en) * 1907-04-18 1908-01-07 William A Salter Two-cycle gas-engine.
FR389325A (fr) * 1907-06-24 1908-09-05 Frederic Charles Dyckhoff Moteur thermique à deux temps
US1100975A (en) * 1913-04-02 1914-06-23 John Harrington Internal-combustion engine.
US2148854A (en) * 1934-05-02 1939-02-28 Daimler Benz Ag Two-stroke internal combustion engine
US2820339A (en) * 1952-03-31 1958-01-21 Nordberg Manufacturing Co Turbo-charged internal combustion engines and methods of starting and operating them
US2991616A (en) * 1953-12-16 1961-07-11 Miller Ralph Supercharged intercooled two stroke cycle engine with compression control valve
US3687118A (en) * 1969-07-14 1972-08-29 Yamaha Hatsudaki Kk Crank chamber compression-type two-cycle engine
US4004557A (en) * 1975-06-04 1977-01-25 Acker Otto H Piston-cylinder assembly
US4258670A (en) * 1977-10-21 1981-03-31 Georges Thery Method for feeding a combustion chamber of a two-stroke engine of the controlled ignition type and engine applying said method
DE2840452A1 (de) * 1978-09-16 1980-03-27 Alfons Krieter Zweitakt-verbrennungsmotor mit gleichstromspuelung
JPS57151020A (en) * 1981-03-14 1982-09-18 Mitsubishi Heavy Ind Ltd Supply air control device of 2-cycle diesel engine
GB2115485B (en) * 1982-02-17 1987-01-07 Nat Res Dev Stratified charge engines

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO8707325A1 *

Also Published As

Publication number Publication date
WO1987007325A1 (fr) 1987-12-03

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