EP0459848B1 - Perfectionnements aux moteurs alternatifs à combustion interne, du type à deux temps - Google Patents

Perfectionnements aux moteurs alternatifs à combustion interne, du type à deux temps Download PDF

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Publication number
EP0459848B1
EP0459848B1 EP91401150A EP91401150A EP0459848B1 EP 0459848 B1 EP0459848 B1 EP 0459848B1 EP 91401150 A EP91401150 A EP 91401150A EP 91401150 A EP91401150 A EP 91401150A EP 0459848 B1 EP0459848 B1 EP 0459848B1
Authority
EP
European Patent Office
Prior art keywords
cylinder
axis
prechamber
intake valve
engine according
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 - Lifetime
Application number
EP91401150A
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German (de)
English (en)
French (fr)
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EP0459848A1 (fr
Inventor
Jean Melchior
Thierry André
Henri Bernard Edelmann
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.)
Melchior Technologie SNC
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Melchior Technologie SNC
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Publication date
Application filed by Melchior Technologie SNC filed Critical Melchior Technologie SNC
Publication of EP0459848A1 publication Critical patent/EP0459848A1/fr
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B25/00—Engines characterised by using fresh charge for scavenging cylinders
    • F02B25/14—Engines characterised by using fresh charge for scavenging cylinders using reverse-flow scavenging, e.g. with both outlet and inlet ports arranged near bottom of piston stroke
    • F02B25/145—Engines characterised by using fresh charge for scavenging cylinders using reverse-flow scavenging, e.g. with both outlet and inlet ports arranged near bottom of piston stroke with intake and exhaust valves exclusively in the cylinder head
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • 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
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition

Definitions

  • the invention relates to reciprocating internal combustion engines, of the two-stroke type, with distribution by intake and exhaust valves, and with combustion and sweep prechamber, whether they are controlled ignition or spark ignition. compression.
  • the invention aims to organize a circulation helical air intake into the cylinder, which simultaneously ensures the reduction of the air short circuit and the formation of a vortex in the combustion chamber.
  • the invention also aims to arrange a two-stroke reciprocating engine with valve distribution in such a way that criterion b) defined above is particularly well respected, and this by moving the exhaust port (s) away particles of fresh air introduced into the cylinder, taking into account the orientation of the paths imposed on these particles.
  • the invention also aims to improve the two-stroke engines described in French patent FR-A-2,592,430 and which will be chosen below to define the state of the art.
  • the aforementioned deflector means which can be constituted by the actual drawing of the intake duct upstream of the seat but which are preferably constituted by blades, can be linked either to the intake valve being disposed with clearance inside the end part of the intake duct, this intake valve then comprising guide means preventing it from turning on itself, either at the seat of the valve intake by loosely surrounding the stem of this valve.
  • the prechamber preferably has a height (that is to say a dimension parallel to said axis) which is substantially equal to the stroke of the intake valve. It is advantageous, although not necessary, to give the assembly of the prechamber and the transfer channel a shape which is substantially symmetrical with respect to the plane passing through the axis of the cylinder and through the axis of the intake and give the transfer channel a shape which facilitates the generation of the vortex in the cylinder during scanning as well as the induction of a vortex in the prechamber during compression.
  • the prechamber 6 is given, apart from its connection with the transfer channel 8, substantially a form of revolution around an axis parallel to the axis YY of the inlet valve 1O and preferably practically coincident with the latter. YY axis or slightly offset from it.
  • a motor as described hitherto with reference to the figures is known from the above FR-A-2 592 430)
  • deflector means 17 arranged so as to produce a deflection in one direction, around the axis YY, of the mass of air which arrives via line 13 when the inlet valve 1O is open.
  • the transfer channel 8 has a shape such, on the one hand, that the deflection thus produced in the prechamber 6 by the deflector means 17 during the scanning phase generates a substantially helical vortex in the cylinder 1 and, on the other hand, that, during the raising of the piston 4, said substantially helical vortex in turn generates in the pre-chamber 6 a vortex in the same direction.
  • the deflector means 17 are generally constituted by blades and can in this case be linked either to the valve 10 (solution not shown) while being disposed with play inside the terminal part of the intake duct 13, in which case the valve 10 includes guide means preventing it from turning on itself, either to seat 7, with clearance around rod 11 of valve 1O as shown diagrammatically in FIG. 2.
  • the assembly of the prechamber 6 and the transfer channel 8 preferably has a shape that is substantially symmetrical with respect to a plane parallel to the axis XX of the cylinder 1 and passing through the axis YY of the intake valve 1O, preference over plane P.
  • the surface transverse 5 of the piston 4 and the head of the cylinder head 3 are preferably planes (subject to the groove or grooves 20 which will be discussed below) and perpendicular to the axis XX of the cylinder 1.
  • the lips of the transfer channel 8 are advantageously organized in such a way that the air jet emerging from the prechamber 6 towards the cylinder 1 makes an angle A of the order of 30 ° with the plane parallel to the axis XX of the cylinder 1 and passing through the axis YY of the intake valve 10 (see FIG. 3).
  • This angle A obviously depends on the rate of deflection of the mass of air passing through the seat 7 of the inlet valve 1O after having crossed the deflector means 17 as well as the shape of the transfer channel 8. This angle will preferably evolve in a opposite direction to that of the stroke / bore ratio.
  • this angle A is too high, the paths of the air particles do not penetrate far enough into the combustion chamber 2 towards the piston 4 and remain too close to the exhaust port (s), which tends to cause passage direct from the exhaust intake, to the detriment of the quality of the sweep. Conversely, if this angle A is too small, the air particles tend to be returned by the piston 4 to the exhaust port (s), which produces the same harmful effect.
  • the optimal situation is in the vicinity of a 30 ° angle for a stroke / bore ratio of the order of 1.25.
  • the transfer channel 8 has a shape converging towards its outlet in the cylinder 1, it opens out at its connection with the cylinder 1, thus forming with the prechamber a profile substantially in ⁇ and preferably, it is substantially symmetrical with respect to the above-mentioned plane parallel to the axis XX of cylinder 1 and passing through axis YY of inlet valve 1O.
  • the geometry of the intake valve 10 prevents it from being put in place by the sky of the cylinder head 3. It is therefore advisable, in known manner, to associate with this intake valve 10 a chapel 21 (FIG. 2) allowing it to be put in place with its seat 7 by crossing the cylinder head 3 (that is to say from right to left according to FIG. 2).
  • the injection orifice (s) 18 can be placed in the prechamber 6, either on the side wall of the latter, opposite the inlet valve 1O and preferably distributed on at least one circle centered on the axis of the prechamber 6, or on the peripheral wall thereof.
  • annular injection orifice 18 there may be only one annular injection orifice 18 centered on the axis of the prechamber, as shown diagrammatically in FIG. 2, or else a plurality of orifices distributed over a centered circle on the axis of the prechamber and oriented radially towards the periphery thereof, as shown diagrammatically in FIG. 5.
  • injection orifices are advantageously oriented towards the periphery of the prechamber 6, as appears from FIG. 8 in the manner of one of the families of the generators of a hyperboloid of revolution.
  • this circle advantageously has a diameter d of the order of 50% of the diameter D of the prechamber 6 ..
  • injection orifice 18 in the form of a sheet (nipple injector) which is located on the dome of the prechamber 6, it that is to say on the part of the wall peripheral of the latter which is opposite to the transfer channel 8.
  • This injection orifice 18, which flows towards the transfer channel 8, is then oriented so that the jet or layer of fuel 19 which it discharges is placed in a plane substantially perpendicular to the axis of the prechamber 6.
  • the invention is particularly advantageously applicable to engines supercharged by turbocharger driven by the exhaust gases.

Landscapes

  • 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)
  • Valve-Gear Or Valve Arrangements (AREA)
EP91401150A 1990-05-31 1991-04-30 Perfectionnements aux moteurs alternatifs à combustion interne, du type à deux temps Expired - Lifetime EP0459848B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR9006781 1990-05-31
FR9006781A FR2662745B1 (fr) 1990-05-31 1990-05-31 Perfectionnements aux moteurs alternatifs a combustion interne, du type a deux temps.

Publications (2)

Publication Number Publication Date
EP0459848A1 EP0459848A1 (fr) 1991-12-04
EP0459848B1 true EP0459848B1 (fr) 1994-11-30

Family

ID=9397145

Family Applications (1)

Application Number Title Priority Date Filing Date
EP91401150A Expired - Lifetime EP0459848B1 (fr) 1990-05-31 1991-04-30 Perfectionnements aux moteurs alternatifs à combustion interne, du type à deux temps

Country Status (7)

Country Link
US (1) US5086735A (es)
EP (1) EP0459848B1 (es)
JP (1) JPH04231618A (es)
CN (1) CN1023826C (es)
DE (1) DE69105355T2 (es)
ES (1) ES2065632T3 (es)
FR (1) FR2662745B1 (es)

Families Citing this family (14)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4446057A1 (de) * 1994-12-22 1996-06-27 Jun Martin Wimmer Verfahren zum Erzeugen von physikalischer Leistung mit einer Hubkolben-Brennkraftmaschine
US5692468A (en) * 1995-07-25 1997-12-02 Outboard Marine Corporation Fuel-injected internal combustion engine with improved combustion
DK1267054T3 (da) * 1999-01-25 2005-05-09 Briggs & Stratton Corp Firetaktsforbrændingsmotor
US6435159B1 (en) 2000-05-10 2002-08-20 Bombardier Motor Corporation Of America Fuel injected internal combustion engine with reduced squish factor
US7297247B2 (en) * 2003-05-06 2007-11-20 Applied Materials, Inc. Electroformed sputtering target
US7387103B2 (en) * 2003-11-19 2008-06-17 Dan Merritt Internal combustion engine
JP2007511707A (ja) * 2003-11-19 2007-05-10 ミュージ エンジンズ リミテッド 内燃エンジン
CN100419231C (zh) * 2005-01-19 2008-09-17 季晓初 预混预燃缸内喷射的燃气内燃机
US7287495B1 (en) * 2006-06-29 2007-10-30 Philip Rowe Two-cycle engine
GB0712185D0 (en) * 2007-06-23 2007-08-01 Merritt Dan Internal combustion engine
EP2781284A1 (en) * 2013-03-18 2014-09-24 Sandvik Intellectual Property AB A method for manufacturing a valve spindle
NO338265B1 (no) * 2014-09-15 2016-08-08 Viking Heat Engines As Arrangement for og fremgangsmåte ved innløpsventil for eksternvarmemaskin
CN112211713B (zh) * 2019-07-11 2021-12-21 曼能源解决方案公司(德国曼能源解决方案股份公司子公司) 内燃发动机
CN112112729B (zh) * 2020-08-28 2021-10-12 江苏大学 一种双燃料缸内直喷发动机的可变进气滚流装置

Family Cites Families (15)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1158381A (en) * 1915-01-25 1915-10-26 Hall Seeley Motor Corp Two-cycle gas-engine.
US1464282A (en) * 1922-07-14 1923-08-07 Klossner Robert Internal-combustion motor
US1626387A (en) * 1923-01-04 1927-04-26 Automotive Valves Co Internal-combustion engine
FR949642A (fr) * 1929-05-25 1949-09-05 Perfectionnements aux moteurs à combustion
FR777470A (fr) * 1933-08-18 1935-02-21 Moteur à combustion interne à deux temps
GB454680A (en) * 1934-06-28 1936-10-06 Nicolas Obram Combustion chamber for internal combustion engines using liquid fuel
FR801507A (fr) * 1935-02-04 1936-08-06 Moteur à combustion interne
US2222134A (en) * 1938-05-24 1940-11-19 Harold B Augustine Internal combustion engine
US2587339A (en) * 1942-10-15 1952-02-26 Citroen Sa Andre Internal-combustion engine
US4224905A (en) * 1978-05-25 1980-09-30 Von Seggern Ernest A Two-cycle engine with stabilized combustion and method of operation therefor
EP0013180A1 (en) * 1979-01-02 1980-07-09 Craig Chilton Hill Internal combustion engine for compound use
US4543928A (en) * 1980-06-13 1985-10-01 Von Seggern Ernest Two cycle engine with dynamic stratification and method of operation therefor
DE3143402A1 (de) * 1981-11-02 1983-05-11 Volkswagenwerk Ag, 3180 Wolfsburg Zweitaktbrennkraftmaschine
US4467759A (en) * 1982-10-14 1984-08-28 Artman Noel G Combined air intake passage and precombustion chamber for internal combustion engine
FR2592430B1 (fr) * 1985-12-31 1990-01-05 Melchior Jean Moteur a combustion interne a deux temps et culasse equipant celui-ci

Also Published As

Publication number Publication date
JPH04231618A (ja) 1992-08-20
EP0459848A1 (fr) 1991-12-04
DE69105355D1 (de) 1995-01-12
CN1063921A (zh) 1992-08-26
FR2662745B1 (fr) 1992-09-11
US5086735A (en) 1992-02-11
FR2662745A1 (fr) 1991-12-06
DE69105355T2 (de) 1995-04-20
CN1023826C (zh) 1994-02-16
ES2065632T3 (es) 1995-02-16

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