EP0314532A1 - Brennraum eines Zweitakt-Hubkolbenmotors - Google Patents

Brennraum eines Zweitakt-Hubkolbenmotors Download PDF

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Publication number
EP0314532A1
EP0314532A1 EP88401794A EP88401794A EP0314532A1 EP 0314532 A1 EP0314532 A1 EP 0314532A1 EP 88401794 A EP88401794 A EP 88401794A EP 88401794 A EP88401794 A EP 88401794A EP 0314532 A1 EP0314532 A1 EP 0314532A1
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EP
European Patent Office
Prior art keywords
mixture
chamber
air
piston
intake
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Withdrawn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
EP88401794A
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English (en)
French (fr)
Inventor
Georges Thery
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
Priority claimed from FR8715118A external-priority patent/FR2622633B1/fr
Application filed by Individual filed Critical Individual
Publication of EP0314532A1 publication Critical patent/EP0314532A1/de
Withdrawn legal-status Critical Current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
    • F02B25/20—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
    • 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
    • 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
    • F02B33/10—Engines with reciprocating-piston pumps; Engines with crankcase pumps with reciprocating-piston pumps other than simple crankcase pumps with the pumping cylinder situated between working cylinder and crankcase, or with the pumping cylinder surrounding working cylinder
    • F02B33/14—Engines with reciprocating-piston pumps; Engines with crankcase pumps with reciprocating-piston pumps other than simple crankcase pumps with the pumping cylinder situated between working cylinder and crankcase, or with the pumping cylinder surrounding working cylinder working and pumping pistons forming stepped piston
    • 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
    • F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
    • F02B2275/14—Direct injection into combustion chamber

Definitions

  • the 2-stroke engine is widely used, both as a point-ignition engine and as a diesel engine.
  • feeding is done by lights. Theoretically, at a given speed, it should produce twice the power of a 4-stroke, since the number of engine times is doubled.
  • the deficit of the real power compared to the theoretical power is very important, due to a loss of fresh gas by the exhaust, particularly at low speed.
  • the applicant has proposed a combustion chamber comprising a multiple intake, that is to say a mixture formed prior to the admission opposite the exhaust, and an air flow admitted by two symmetrical lights oriented towards the wall opposite the exhaust, to counterbalance the tendency of the mixture to pass diametrically through the combustion chamber.
  • a cavity in the cylinder head was added to cause accumulation of mixture and homogenization of combustion at top dead center.
  • the present invention relates to measures which are in line with the above study and the applicant's prior patent, so as to delay the flow of the mixture in the combustion chamber relative to that of the air flow contained in this chamber, which tends to avoid the risk of loss of the mixture by the exhaust.
  • the cavity constitutes a retention space, thanks to a reflection of the air flow which is established against the flow of the mixture flow inside the cavity, thus temporarily stopping this flow at the top of the chamber.
  • the invention therefore relates to a combustion chamber of a reciprocating internal combustion engine, with spark ignition of the 2-stroke type, comprising at least one piston, a cylinder, a cylinder head delimiting said chamber, and lights intake and exhaust at the bottom of the cylinder, in which the constituents of the flammable mixture are admitted by two intake devices, air without fuel being admitted by two lights close to the exhaust and symmetrical with respect to the latter and whose axes are concurring inside the chamber and oriented towards the wall portion opposite to the exhaust, while the mixture containing, in air, all of the fuel, is admitted by at least one lumen formed in said portion of the wall of the cylinder opposite the exhaust.
  • the cylinder head comprises a cavity, limited in its zone furthest from the intake by a substantially vertical wall, the inclination of the axes of the intake devices leading to the aforementioned lights being such that the admitted flows meet at an angle allowing a dynamic deflection of the fuel flow towards the wall from which it comes and from the flow of pure air in the direction of the lower edge of the connection of the aforesaid wall of the cavity with the surface of the cylinder head on which said air flow divides so as to simultaneously create, on the one hand, a turbulent confinement of the mixture in the cavity and, on the other hand, a sweep of the area of the chamber adjacent to the exhaust by clean air, thus avoiding fuel losses by the exhaust.
  • the meeting of the two flow forces the flow of mixture to stick again against the wall of the cylinder and to flow along this wall due to the Coanda effect. There is thus created a certain channeling of the mixture flow which is kept as far as possible from the exhaust port.
  • the air flow tends to return towards the center of the combustion chamber, and divides over the edge of the cavity in the middle of the cylinder head wall. The part of the flow thus forced to flow against the current in the cavity meets the flow of the mixture by braking it.
  • the cavity to collect all of the mixture circulating against the wall of the chamber, will have an opening on the chamber, the dimension of which is measured parallel to the horizontal width of the intake lumen of mixing, is at least as large as this width.
  • the pipe leading to the mixture intake port can be oriented so that it is as axial as possible. This arrangement also avoids too sudden interpenetration of the mixture flow with the two converging air flows, interpenetration which could create infiltration of mixture into the air in the direction of the exhaust.
  • the supplies of pure air and of mixture are connected by transfer channels to a single overpressure device, which may be the cylinder-pump housing assembly, under the piston of which a mixture is admitted.
  • a single overpressure device which may be the cylinder-pump housing assembly, under the piston of which a mixture is admitted.
  • the pump casing and the cylinder under the piston each form a separate supply enclosure, which has a separate inlet orifice, a partition each delimiting of the above-mentioned enclosures. This partition can be perfectly sealed or not, taking into account that it will be crossed by the connecting rod assembly of the piston.
  • the overpressure chamber is unique, without separation and has an inlet opening for one of the fluids located in the casing and an inlet opening for the other fluid located at the bottom of said part.
  • cylindrical, the sections of the mixture transfer channel and of the admission of this mixture into the overpressure chamber being of relative dimensions such that the quantity of mixture transferred by the transfer channel is at least equal to the quantity of mixture admitted into bedroom.
  • the ratio at bottom dead center, between the volume of the enclosure containing the mixture and the total volume compressed under the piston, is equal to or greater than the ratio between the admitted quantity of mixture and the total quantity of two gas streams.
  • the ratio between the quantity of mixture transferred and the total quantity of flows transferred is also at least equal to this ratio of volumes.
  • the richness of the transferred mixture can be lower than that of the initially admitted mixture, by a small dilution of air in the mixture.
  • the air transfer port is provided with a filter element. This is particularly useful when the lubrication is a separate lubrication.
  • the housing can be used for supplying the mixture, and the enclosure delimited by the cylinder under the piston can be used for supplying air. It should however be noted that the quantity of mixture transferred must not exceed 50% of the total quantity admitted into the combustion chamber. As the quantity drawn into the casing is likely to be much greater, a device limits the quantity admitted below this percentage. One can use, for example, a partial shutter or reduce the dimensions of the intake device. On the other hand, an additional admission can be done during the transfer, the carburetion device being connected in a known manner with an intake valve, to the mixture transfer pipe. However, care must be taken to ensure that this food addi does not directly constitute an exhaust loss, since it is the exhaust vacuum that triggers it. To avoid such a phenomenon, it is necessary to provide an additional intake of separating air.
  • the air transfer line from the bottom of the cylinder to the combustion chamber also includes a nozzle and an air manifold provided with an intake valve.
  • the additional supply demand by the exhaust vacuum will also give rise to a separate additional air demand so that the flow closest to the exhaust and tending to escape under the effect of the suction which therein either air.
  • the pressure relief device can also be used in reverse, that is to say to compress the mixture in the enclosure defined by the cylinder part located under the piston and compress air in the casing.
  • the combination of the slowing down of the mixture flow in the cavity with an additional direct air intake triggered by the exhaust vacuum favors the elimination of mixture losses and the improvement of filling.
  • the gas dynamics are such that on the side opposite to the exhaust light, there is a greater pressure drop for the flow of additional mixture wishing to enter the chamber closest to the 'exhaust. It follows that the suction created by the exhaust vacuum is essentially air without fuel. The additional mixture still admitted in the room remains there and is a factor of better filling of the latter.
  • the combustion chamber according to the invention can also be used for engines in which the flows of each cylinder are supplied by two different devices.
  • the latter is formed at normal pressure upstream of the supply device.
  • the supercharging devices will be grouped into at least one multipurpose overpressure assembly, in order to ensure several functions or several uses and to produce at least two power supplies.
  • the number of booster sets will be a maximum of one and a half times the number of combustion chambers to avoid an increase in specific weight.
  • a separate booster device is constituted by a variable volume chamber formed in a cylinder different from that in which the driving piston moves, the movable wall of this variable volume chamber being a membrane.
  • This cylinder can be formed from the crankcase, which constitutes the pump casing and the overpressure system for one of the streams, the operation of the diaphragm of the separate booster system for the other stream being carried out by a suitable connecting rod assembly from this membrane to the crankshaft.
  • This linkage can of course be replaced by a cam control or any satisfactory mechanical device.
  • each of the engine cylinders it is also possible to use the pump housing of each of the engine cylinders as a pressure relief device for each flow, transfer channels, buffer capacities if necessary, carburetion devices being provided on supply pipes for these casings. pumps or some of them. We can indeed specialize certain pump casings in the overpressure of pure air and others in the overpressure of the fuel mixture.
  • this unique double-acting pumping group operating on one side as a pump casing and on the other as a double piston-feed pump, provides a double function of feeding two fluids, for a quadruple use, these two fluids being distributed, both, with two cylinders.
  • a delay of the top dead center of the booster diaphragm relative to the bottom dead center of the engine piston between 120 and 60 ° can be ensured thanks to a corresponding offset of the diaphragm of the booster relative to the engine piston.
  • each cylinder is supplied with fluid by two different devices
  • the mixture transfer pipe near its outlet in the chamber, with a device for controlling the admission of the mixture into this bedroom.
  • the opening of this control device is delayed at least until the bottom dead center of the driving piston, to allow a delayed transfer of the mixture.
  • This device could be constituted by a cylindrical plug driven in synchronous rotation with the rotation of the motor and having an internal passage to ensure a free passage between the bottom dead center and the closing of the intake light of the mixture.
  • FIG. 1 we see a combustion chamber 1 limited by a cylinder head 2, a cylinder 3, and a piston 4 shown here in bottom dead center.
  • This chamber 1 comprises in known manner an exhaust light 5 and a dual intake system.
  • This system comprises a first device constituted by two lights 6 and 7, symmetrical with respect to the vertical plane containing the exhaust light, and a second device constituted by a light 8, opening into the chamber opposite the light 5 d exhaust, and the upper edge of which is at an altitude h lower than that, H, of lights 6 and 7.
  • the cylinder head comprises a cavity 9, adjacent to the cylinder wall opposite to that carrying the exhaust port, the dimension L of which - see FIG. 2 - is greater than the width, l, of the intake port 8, the cavity 9 comprising a substantially vertical wall 10, opposite the cylinder wall provided with the intake port, forming with the remaining surface 11 of the cylinder head an edge 12.
  • An ignition member B is disposed at the bottom of the cavity 9.
  • the lights 6 and 7 are respectively connected to intake pipes from a precompression system which can be, in the case of figure, a pump casing in which the underside of the piston serves as a delivery member, by a transfer tube 13, air present in the casing.
  • a precompression system which can be, in the case of figure, a pump casing in which the underside of the piston serves as a delivery member, by a transfer tube 13, air present in the casing.
  • the pipe 14 opening into the combustion chamber through the light 8 is connected to a fuel supply device, directly or indirectly. We will see, with reference to the following figures, several locations on the line 14 of this fuel supply device.
  • FIG. 3 schematically illustrates a first application of the combustion chamber according to the invention, in which the booster device for supplying fuel and clean air is a pump casing.
  • the booster device for supplying fuel and clean air is a pump casing.
  • This figure shows some of the elements already described with the same references. The representation is very schematic and it will be assumed that when the lights are covered by the piston, they are sealed.
  • the carburetion is carried out at atmospheric pressure.
  • the overpressure system comprises two superimposed enclosures, a first enclosure which comprises a chamber of variable volume, delimited by the lower face of the piston 4, the lower part of the cylinder 3, and a partial partition 20 between this first enclosure and a second enclosure formed by the casing 15 of the engine.
  • the first enclosure is supplied by a pipe 21 provided with a valve 22 authorizing the suction inside the variable air chamber while preventing its escape.
  • the casing 15 is, in turn, connected by a pipe 23 on the one hand to the pipe 14 opening into the light 8 and, on the other hand, to a pipe 24 on which a carburetor 25 is installed.
  • a valve 26 prohibits the discharge into the line 24 of the compressed product in the casing 15.
  • the line 23 ends in the form of a nozzle 23a in a part 27 of the line 14 which extends annularly around this nozzle 23a so that the fuel mixture drawn into the line 23 undergoes a certain settling in the annular space formed by the line 14 around the nozzle 23a.
  • the section of the nozzle 23a will be determined according to the amount of fuel mixture to be boosted and according to the amount of air which is boosted in the first stage.
  • the light 6, for admission into the combustion chamber of pure air, is connected by the conduit 13 to the aforementioned variable volume chamber, and preferably in the vicinity of the conduit 21 supplying this chamber, downstream of the valve. 22.
  • the ascent to the top dead center of the piston 4 causes depression on the one hand of the chamber situated under it and, on the other hand, of the casing 15. A suction of fresh air is therefore produced simultaneously through the duct 21 and a suction of fuel mixture through the conduit 23. Given the distance separating these two aspirations and the partial partition 20, there is good stratification of the two aspirated mixtures which, in the overpressure system, practically do not mix. During the downward stroke of the piston, the two mixtures are first compressed, then expelled simultaneously in the direction of the combustion chamber 1.
  • the exhaust pressure is sufficient, it can be created on the one hand a suction of fuel mixture directly from the conduit 24, this mixture being overfilled by entrainment of the fuel which has deposited at the base of the chamber 27, and an aspiration of air without fuel through the conduit 13 which causes the opening of the valve 22.
  • the exhaust pressure is sufficient, it can be created on the one hand a suction of fuel mixture directly from the conduit 24, this mixture being overfilled by entrainment of the fuel which has deposited at the base of the chamber 27, and an aspiration of air without fuel through the conduit 13 which causes the opening of the valve 22.
  • FIG 4 there is shown an alternative embodiment of Figure 3 in which the fuel mixture is introduced through the conduit 16 into the housing 15 and at the lower part thereof, through a valve 16a.
  • the mixture is admitted into the variable volume chamber 40 located under the piston 4 by a conduit 40a provided with a unidirectional valve 40b and a carburetor 40c, while air is admitted into the casing 15 through the conduit 41 provided with a valve 41 a .
  • the air transfer pipe 13 comes from the casing 15 or from the pipe part 41 'situated downstream of the valve 41a and is advantageously provided with a filter (not shown) which will retain the lubrication liquids especially on engines with separate lubrication .
  • the piston skirt 4 has an orifice 42, intended to coincide with an opening in the cylinder 43 from which the pipe 14 comes.
  • FIG. 6 is a schematic illustration of another embodiment of the invention in which the pressure relief device comprises the conventional pump housing system and a moving wall chamber system, separate from the pump housing.
  • the movable wall system is assigned to the overpressure of the air without fuel leading to the lumen 6 but, of course, the roles of the pump housing and of the movable wall overpressure system can be reversed.
  • This system is shown as being a deformable membrane 30 for varying the volume of a chamber 31 having a suction conduit 32 and a discharge conduit 33 leading to the light 6, the deformable membrane 30 being coupled to the crankshaft 34 by l linkage 35a and rod 35b.
  • the carburetion device disposed on the supply pipe 36 of the pump casing 15 is shown here schematically but may be of the form of that, 25, shown in FIG. 3.
  • a movable wall of the chamber 31 constituted by an air overpressure membrane coupled by a crankshaft connecting rod which can be arranged in the extension of the axis of the cylinder 3. It is also possible provide that the respective timing of the piston 4 and the diaphragm of the variable volume 31 is such that the smallest volume of the chamber 31 is reached at the same time as the top dead center of the piston 4. In this case, provision will be made for the chamber 31 to be associated with a buffer capacity which makes it possible to conserve the pressurized fluid to the bottom dead center of the piston 4, the transfer pipe 3 being provided with a non-return valve.
  • This arrangement makes it possible to delay admixture of the mixture, which offers additional advantages from the point of view of filling. It also makes it possible to dispense with direct injection by offering better results at a construction cost of the same order as that of an ordinary engine with separate lubrication. What is described for FIG. 6 also applies to the other embodiments of the invention.
  • the rotary valve can be replaced by a controlled valve.
  • FIG. 7 illustrates an embodiment with two cylinders 50, 51, for example flat-twin, of which each pump housing 52, 53 is assigned, one: 52, to the overpressure of the admitted fuel flow by a conduit 54 equipped with a non-return valve 54a and a carburetor 54b, and the other 53, assigned to the overpressure of pure air, admitted by a channel 55 provided with a valve 55a.
  • the transfer lines 13a and 13b connect the casing 53 to the two ports 6a and 6b, while transfer lines 14a and 14b connect the pump housing 52 for overpressure of the mixture to the ports 8a, 8b.
  • the invention can also be applied with separate booster systems for distributing the two flows in each of the combustion chambers that the engine would comprise, constituted by known alternative or rotary devices (lobe, vane pumps, etc.) .
  • the invention finds an interesting application in the field of internal combustion engines.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)
EP88401794A 1987-10-30 1988-07-08 Brennraum eines Zweitakt-Hubkolbenmotors Withdrawn EP0314532A1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR8715118 1987-10-30
FR8715118A FR2622633B1 (fr) 1987-01-14 1987-10-30 Chambre de combustion d'un moteur alternatif 2 temps et moteur faisant application

Publications (1)

Publication Number Publication Date
EP0314532A1 true EP0314532A1 (de) 1989-05-03

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Application Number Title Priority Date Filing Date
EP88401794A Withdrawn EP0314532A1 (de) 1987-10-30 1988-07-08 Brennraum eines Zweitakt-Hubkolbenmotors

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US (1) US4899698A (de)
EP (1) EP0314532A1 (de)
JP (1) JPH01130012A (de)

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FR2678682A1 (fr) * 1991-07-03 1993-01-08 Thery Georges Pompe alternative d'alimentation, notamment d'un moteur deux temps et moteur auquel elle est associee.

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FR2649157A1 (fr) * 1989-06-28 1991-01-04 Inst Francais Du Petrole Moteurs a deux temps a injection pneumatique et a restriction de debit dans au moins un conduit de transfert
JPH04321715A (ja) * 1991-04-22 1992-11-11 Sanshin Ind Co Ltd 掃気ポンプを備えた２サイクルエンジン
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JPH09242546A (ja) * 1996-03-08 1997-09-16 Honda Motor Co Ltd クランク室予圧縮型火花点火式２ストローク内燃機関
AUPO680597A0 (en) * 1997-05-15 1997-06-05 David, Jeffrey Andrew Two-stroke intrernal combustion engine having improved fuel porting
US6298811B1 (en) * 1998-09-29 2001-10-09 Komatsu Zenoah Co. Stratified scavenging two-cycle engine
US6435159B1 (en) 2000-05-10 2002-08-20 Bombardier Motor Corporation Of America Fuel injected internal combustion engine with reduced squish factor
US6691649B2 (en) 2000-07-19 2004-02-17 Bombardier-Rotax Gmbh Fuel injection system for a two-stroke engine
IT1315551B1 (it) 2000-11-20 2003-02-18 Blue Bird Ind Fabbrica Motori Motore a due tempi a basso inquinamento per apparecchi da giardinaggio
ATE289003T1 (de) * 2001-11-21 2005-02-15 Morini Franco Motori S P A Verbesserte zweitakt-brennkraftmaschine
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DE102006001570B4 (de) * 2006-01-12 2012-02-23 Andreas Stihl Ag & Co. Kg Arbeitsgerät
US20100037874A1 (en) * 2008-08-12 2010-02-18 YAT Electrical Appliance Company, LTD Two-stroke engine emission control
US8578895B2 (en) * 2010-02-17 2013-11-12 Primavis S.R.L. Two-stroke engine with low consumption and low emissions
CN103380272A (zh) * 2011-01-31 2013-10-30 日立工机株式会社 两冲程发动机以及包含其的发动机驱动工作机
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