EP1228297B1 - Moteur a deux temps a ventilation coaxiale forcee - Google Patents

Moteur a deux temps a ventilation coaxiale forcee Download PDF

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Publication number
EP1228297B1
EP1228297B1 EP00978517A EP00978517A EP1228297B1 EP 1228297 B1 EP1228297 B1 EP 1228297B1 EP 00978517 A EP00978517 A EP 00978517A EP 00978517 A EP00978517 A EP 00978517A EP 1228297 B1 EP1228297 B1 EP 1228297B1
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EP
European Patent Office
Prior art keywords
valve
cylinder
slider
power
pressure responsive
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
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EP00978517A
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German (de)
English (en)
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EP1228297A4 (fr
EP1228297A1 (fr
Inventor
Jeffrey F. Klein
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Individual
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Individual
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Priority claimed from US09/454,773 external-priority patent/US6257180B1/en
Priority claimed from US09/561,494 external-priority patent/US6349691B1/en
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Publication of EP1228297A4 publication Critical patent/EP1228297A4/fr
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    • 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
    • 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
    • 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
    • F02B25/26—Multi-cylinder engines other than those provided for in, or of interest apart from, groups F02B25/02 - F02B25/24
    • 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
    • F02B33/22—Engines with reciprocating-piston pumps; Engines with crankcase pumps with reciprocating-piston pumps other than simple crankcase pumps with pumping cylinder situated at side of working cylinder, e.g. the cylinders being parallel
    • 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 internal combustion engines and, more particularly, to an internal combustion engine having a superior "tri-functional" cycle comprised of three events, namely, ventilation, compression, and power, accomplished in two strokes with greater efficiency than has heretofore been made available through the prior art.
  • the Otto Cycle defines four basic events that occur within the engine during the cycle, namely, intake (or induction), compression, power (or ignition), and exhaust.
  • the exhaust port remains open as the piston continues to travel upward in its return stroke.
  • some of the fresh air taken in through the intake port and a portion of any fuel that has thus far been mixed into that air is likewise forced out of the exhaust port until the piston closes the exhaust port by passing it during its return stroke.
  • the exhaust port is closed, the remaining air and fuel mixture is compressed. Once compression is completed, the two cycle process is finished, and ignition of the fuel/air mixture occurs once again to start the cycle anew.
  • the period of the cycle during which the piston travels from its bottom dead center position to the top of the exhaust port results in a significant loss of fresh air and fuel which could be used as part of the combustion product.
  • crankcase in a two stroke engine provides a volume of space in which much of the carburation takes place. This configuration prevents the use ofa volume of oil splashing around in the crankcase as is normally the case with a traditional four stroke engine.
  • oil must be mixed with the fuel prior to its introduction into the cylinder, creating either an additional burden on the user who must mix the fuel and oil prior to use, or requiring more complex fuel and oil delivery systems, while producing an environmentally unfriendly exhaust product which includes burnt oil as a combustion byproduct.
  • US Patent No 1,168,425 discloses a two stroke internal combustion engine having a working cylinder and an automatic, pressure responsive inlet valve for an air/fuel mixture compressed by an auxiliary piston in a supply cylinder.
  • an object of the present invention to provide an internal combustion engine which employs a "tri-functional" cycle comprised of three events, namely, ventilation, compression, and power, accomplished in two strokes with greater efficiency to avoid the disadvantages of the prior art.
  • One embodiment of the invention provides an internal combustion engine having two parallel cylinders, namely, an induction cylinder and a power cylinder, whereby the power, ventilation (comprising simultaneous intake and exhaust), and compression events within the power cylinder completely define the cycle of the engine, with induction in the induction cylinder being an auxiliary and incidental function to the cycle within the power cylinder, such that engine cooling and fuel efficiency are improved over prior art internal combustion engines.
  • an intake port is provided at the top of the cylinder, which port in turn is equipped with a one way, pressure responsive transfer valve for allowing air to flow into the combustion cylinder when pressure therein falls below the pressure in the induction cylinder.
  • the cycle of the engine of the instant invention is established as follows: Ignition of the fuel air mixture at the head of the power cylinder initiates the power or down stroke of the power piston. Thereafter, exhaust and intake occur nearly simultaneously from somewhat before the bottom dead center position of the power piston until somewhat after the bottom dead center position of the power piston. Finally, the trapped air within the power cylinder is compressed during the remainder of the power piston's up stroke through the remainder of the cycle.
  • the configuration of the instant invention unlike a traditional four stroke engine in which exhaust and intake occur in two separate strokes, no entire stroke is devoted to either of these events, or to both combined.
  • the placement of the exhaust port in the combustion cylinder and the phase difference between the induction piston and the power piston of the instant invention enables the power stroke to be never less than 25 percent, and up to as much of 40 percent, of the entire cycle. Still further, because carburetion is not required for the instant invention, and thus because the crankcase is not involved in the process of inducting air and fuel into the combustion chamber, oil may be circulated in the crankcase as in a traditional four stroke engine, such that mixing of oil with the fuel becomes unnecessary and a cleaner exhaust product is produced over what has been previously attained with traditional two cycle engines.
  • the induction cylinder is replaced with an air tank storing compressed air which may he fed directly into the intake port of the combustion cylinder.
  • the air tank receives compressed air continuously while the engine is operated, from either a turbine driven or crank shaft driven compressor.
  • both of the above-mentioned sources of cooled compressed air allow the air to be carbureted as it enters the power cylinder, thus avoiding contamination of the crank case.
  • a design for the one way, pressure responsive transfer valve is also provided, and this comprises two primary components, namely, a fixed valve seat housing and a sliding valve member.
  • the valve seat housing is threaded into an opening in the head of a working chamber on an internal combustion engine.
  • the sliding valve member is configured to reciprocate through the hollow interior of the housing in response to differential pressures on either side of the valve.
  • the sliding member has a hollow chamber running along its interior parallel to its primary axis, and has an opening in a sidewall at the base of the slider member adjacent the valve seat face on the housing. The boring of the interior of the slider member is accomplished such that a smooth transition is provided for directing the stream of air outward from the valve structure.
  • the internal surface of the bore follows the contour of a partial sphere in order to turn the stream of air traveling through the valve from a direction parallel to the primary axis of the valve to a direction perpendicular or nearly perpendicular to the primary axis of the valve, without the dispersal common to the usual type of intake valve used in most internal combustion engines.
  • a swirling effect may be accomplished which enhances the cooling effect of the admitted air on the power cylinder's components (in turn reducing the wear and tear on the same), and more efficiently mixing the fuel/air mixture to provide for increased overall engine efficiency and reduced fuel consumption.
  • FIGs 1 through 4 diagramatically depict a tri-functional (three event). internal combustion engine according to one embodiment of the present invention.
  • the internal combustion engine of the instant invention comprises an engine block 10 having a preferably vertically oriented power cylinder (shown generally at 200). While Figures 1 through 4 depict power cylinder 200 as a vertically oriented cylinder, it should be noted that the cylinder may alternately be arranged at an angle.
  • Power cylinder 200 houses a power piston 30 which is configured for reciprocal movement through power cylinder 200.
  • a standard piston rod 31 attaches power piston 30 to crankshaft 40.
  • a compressed air inlet port 13 enters the "head" of power cylinder 200, and housed within inlet port 13 is a one way pressure responsive transfer valve 60 (described in greater detail below) which allows a charge of compressed fresh air to travel from compressed air inlet port 13 to power cylinder 200 when the pressure in power cylinder 200 falls and causes a pressure differential across pressure responsive transfer valve 60
  • One or more exhaust ports 12 are positioned within a side wall of power cylinder 200 located near the bottom of the power piston's travel.
  • a fuel injection port 70 is provided at the top of power cylinder 200.
  • a glow plug or spark plug may optionally be provided at the top of power cylinder 200 adjacent fuel injection port 70 to further promote the combustion event.
  • FIG. 1 illustrates the fully ventilated bottom dead center (BDC) position, wherein the exhaust port(s) 12 are fully unobstructed allowing ventilation of the entire cylinder, after power piston 30 passes exhaust port 12 during its down stroke, exhaust gasses flow out of power cylinder 200 through exhaust port 12, thus decreasing the pressure in power cylinder 200 and allowing transfer valve 60 to open, in turn allowing a charge of compressed, fresh air to flow from induction cylinder 100 into power cylinder 200. While exhaust port 12 remains open, the inflow of fresh air through transfer valve 60 ensures that any remaining combustion products are displaced out of power cylinder 200.
  • BDC bottom dead center
  • FIG. 2 illustrates the compression event wherein the piston 30 is now on the upward, or return, stroke, and the exhaust port(s) 12 are closed.
  • power cylinder 30 reaches a position 40° past its BDC position it once again closes off exhaust valve 12.
  • exhaust valve 12 Once exhaust valve 12 is closed, the cooler air which has just passed through transfer valve 60 into power cylinder 200 will have been absorbing heat from all the surfaces of power cylinder 200 and the crown of power piston 30, causing it to increase in pressure, thereby forcing closed pressure-responsive transfer valve 60.
  • the power piston 30 continues its up stroke to compress the remaining fresh air charge within power cylinder 200. This arrangement creates a high pressure condition within power cylinder 200 which in turn causes pressure responsive transfer valve 60 to automatically close, thus trapping the remaining charge of fresh air for use in the next combustion event.
  • FIG. 3 illustrates the ignition/combustion event wherein the piston 30 is now at at TDC.
  • Fuel has been, or is now injected in through injector 70. If diesel or compression ignition is used, the fuel will now be ignited by the heat of the compressed air. Alternately, if a spark is required, ignition will be made to occur by a spark plug or glow plug (not shown) in a known manner.
  • the combustion event within power cylinder 200 creates an increasing pressure at the top of power piston 30 which in turn drives power piston 30 downward as the combustion gasses expand.
  • FIG. 4 illustrates the power stroke wherein the aforesaid rapid increase in pressure, as a result of combustion, forces the piston 30 down, imparting power to the crank shaft 40 and fly wheel.
  • the top edge of power piston 30 falls below the upper extent of exhaust port(s) 12, thus starting to allow the exhaust gasses to be expelled from power cylinder 200.
  • the power stroke ends as the piston 30 uncovers the exhaust port(s) 12 and the pressurized combustion products leave, again beginning the ventilation process of Fig. 1.
  • the sudden release of pressure within power cylinder 200 once exhaust port 12 has been exposed causes pressure responsive transfer valve 60 to open.
  • a source of compressed air may be coupled to compressed air inlet port 13. and this may be a storage vessel storing compressed air.
  • the storage vessel is connected by a transfer chamber to the air inlet of power cylinder 200 which houses transfer valve 60.
  • transfer valve 60 will open to allow fresh air into the combustion cylinder.
  • Such source of air is cooled separately from the power cylinder 30, such that a denser and more oxygen rich mixture is present in the combustion chamber at the onset of the ignition event than has previously been available in prior art engines.
  • valve 60 is configured as a pressure responsive valve which opens automatically in response to a differential pressure of approximately 1 psi.
  • valve 60 comprise a valve seat housing 10 and a slider valve member 20 configured to reciprocate through the hollow interior of valve seat housing 10, automatically opening and closing in response to differential pressures on either side of the valve of as little as 0.07 bar (1 psi).
  • Valve seat housing 10 comprises a generally cylindrical body preferably formed of a hard metal having a bore extending there through.
  • valve seat housing 10 is configured as an elongate, cylindrical bore 11 extending from the top face of housing 10 to slightly above the bottom face of housing 10, and a flared valve seat 12 interposed between cylindrical bore 11 and the bottom face of housing 10.
  • flared valve seat 12 is configured to mate with the bottom flared portion 23 of slider valve member 20 when the valve is closed.
  • Extending radially inward from the sidewall of cylindrical bore 11 is a positioning pin 14.
  • positioning pin 14 is configured to ride within a channel 22 on slider valve member 20 to prevent the rotation of slider valve 20 about its primary axis, thus maintaining the air flow from the valve in the desired direction during operation.
  • Valve seat housing 10 is preferably provided along at least a portion of its external cylindrical wall with a series of threads 13 configured to mount valve seat housing 10 in a cooperating screw-threaded opening provided in the head of a cylinder in an internal combustion engine.
  • slider valve 20 comprises a generally elongate shaft: preferably formed of steel or ceramic, or a similarly configured hard and temperature resistant material, having a flared face 23 at its bottom portion.
  • Flared face 23 is contoured to mate with flared valve seat 12 on valve housing 10, such that when the valve assembly is in its fully closed position (as shown in Figure 5), the bottom-most portion of slider valve 20 lies flush with the bottom face of valve housing 10.
  • Slider valve 20 is provided at its upper portion with an annular ring 21 rigidly attached to slider valve 20. Annular ring 21 serves as a stop to limit the downward travel of slider valve member 20 as it reciprocates through valve housing 10 to open and close the valve assembly.
  • Slider valve 20 is likewise provided near its bottom portion with a circular air outlet port 24 positioned in a sidewall of slider valve member 20.
  • Air outlet port 24 opens into and intercepts a vertical bore 25 extending through a majority of the slider valve member's major axis.
  • the point at which vertical bore 25 intercepts side port 24 defines a cavity within the slider valve having the contour of the interior surface of a partial sphere having a radius R. such that the transition of the bore surface from vertical bore 25 to sidewall port 24 is carried out along the interior surface of such sphere.
  • the radius R of the portion of the sphere interconnecting vertical bore 23 and side port 24 is preferably the same as the radii of both vertical bore 23 and side port 24, thus eliminating any ridges or narrowing of the flow channel which might inhibit flow or otherwise support the development of turbulent regions within slider valve 20.
  • the formation of such a continuous flow channel may be achieved using a ball mill to bore both vertical bore 23 and side port 24. leaving a concave spherical surface at the points at which these two openings intercept one another.
  • slider valve 20 is also equipped with a shallow channel 22 positioned in its external sidewall.
  • Channel 22 is configured with a dimension slightly larger than positioning pin 14 in valve seat housing 10, thus allowing positioning pin 14 to move freely up and down through channel 22 during operation of the valve while preventing rotation of slider valve 20.
  • slider valve member 20 moves downward through valve body 10 until annular ring 21 positioned at the top of slider valve 20 abuts the top face of valve body 10. Rotation of slider valve 20 about its primary axis as it travels through valve body 10 is prevented by the interaction between guide pin 14 with channel 22 on the sidewall of slider valve 20.
  • outlet port 24 is fully exposed to the environment within the working chamber, in turn allowing air to flow through slider valve 20 through vertical bore 25 and out from port 24 in a continuous, smooth, laminar stream.
  • a spring 40 is provided within valve housing 20 which acts against annular ring 21 to bias slider valve 20 towards its closed position.
  • a plurality of valves as described above may be positioned within the head of the cylinder of an internal combustion engine to introduce a plurality of smooth, continuous, laminar streams of air into the head of the cylinder.
  • Such a combination of flows which produces a swirling effect within the cylinder has been found to have a significant cooling effect on the cylinder, in turn reducing the wear on the cylinder and piston experienced during engine operation.
  • the swirling effect produced through the introduction of air from multiple valves of the instant invention provides for more efficient mixing of the fuel/air mixture prior to combustion than has been previously available through prior art devices, in turn providing increased overall engine efficiency and reduced fuel consumption.
  • valve ensures ease of operation of the valve in response to a differential pressure of as little as 0.07 bar (1 psi), thus greatly reducing the load exerted on the internal combustion engine of the instant invention during the intake or induction stroke of the induction cylinder, while ensuring a readily responsive transfer of fresh air into the working chamber.
  • the design of the valve of the instant invention provides for automatic, pressure responsive actuation, such that the need for mechanical, electrical, or electromechanical valve actuators is eliminated, while maintaining a vastly simplified construction over previously known valves. Such simplified construction in turn reduces the manufacturing costs of the valve unit.
  • the improved valve of the instant invention may be applied to various types of internal combustion engines, such as vehicle engines, marine engines, and industrial engines.
  • the improved valve of the instant invention may likewise be applied to internal combustion engines using spark ignition and/or incorporating fuel injection systems, as well as diesel engines employing compression ignition.
  • FIGs. 10-13 diagramatically depict another embodiment of the dual cylinder, tri-functional (three event), internal combustion engine that uses a separate induction cylinder as a source of air rather than the compressed air supply described above.
  • Like reference numerals represent like parts.
  • FIGs. 10-13 comprises an engine block 10 having a pair of preferably vertically oriented parallel cylinders, namely, an induction cylinder (shown generally at 100), and a power cylinder (shown generally at 200). While Figures 10 through 13 depict induction cylinder 100 and power cylinder 200 as vertically oriented parallel cylinders, it should again be noted that the cylinders may alternately be arranged at angles to one another, as in a typical V-arrangement for an internal combustion engine.
  • Induction cylinder 100 houses an induction piston 20 which is configured for reciprocal movement through induction cylinder 100.
  • a standard piston rod 21 attaches induction piston 20 to a crankshaft 40 as before.
  • power cylinder 200 houses a power piston 30 which is configured for reciprocal movement through power cylinder 200.
  • One or more exhaust ports 12 are located near the lower portion of power cylinder 200.
  • a standard piston rod 31 attaches power piston 30 to crankshaft 40.
  • crankshaft 40 is configured such that induction piston 20 is phased to move 140 degrees in advance of power piston 30. However, such phase separation may vary from 90 to 180 degrees while maintaining the functionality of the instant invention.
  • phase difference is a function of the location of exhaust port 12 in power cylinder 200, and the angular position of power piston 30 during its cycle, and more particularly its downward power stroke, when power piston 30 initially uncovers exhaust port 12.
  • the precise phase difference between induction piston 20 and power piston 30 is preferably 2 times the number of degrees between bottom dead center of power piston 30 (i.e., 180 degrees) and the angular position of power piston 30 during its 360 degree cycle at which it initially uncovers exhaust port 12.
  • An air inlet port (shown generally at 11) is provided at one end of engine block 10 and is in fluid communication with induction cylinder 100.
  • a fresh air plenum chamber (not shown) directs fresh atmospheric air, uncontaminated from combustion byproducts of the engine cycles, to air inlet port 11.
  • Housed within air inlet port 11 is a one way pressure responsive valve 50 (described in greater detail below) which allows fresh air to travel from the plenum chamber into induction cylinder 100 when the pressure in induction cylinder 100 falls below the pressure on the inlet side of valve 50.
  • induction cylinder 100 may optionally be provided with a mechanically-actuated or electromechanically-actuated relief valve located near the top of induction cylinder 100.
  • the relief valve allows air that is unwanted and unnecessary for the combustion event to occur to escape from induction cylinder 100 prior to its transfer of air to power cylinder 200.
  • Such air is thus ejected from induction cylinder 100 untainted by fuel and exhaust, and thus creates no hazardous environmental effects.
  • dispelled air may be stored under pressure in a compressed air vessel and may thereafter be used to operate many pneumatic ancillary systems of numerous types in vehicles, water craft and aircraft.
  • a transfer port connecting the hot and cold cylinders near their "heads" (shown generally at 13) is positioned between induction cylinder 100 and power cylinder 200 to allow fluid communication between each cylinder.
  • transfer port 13 Housed within transfer port 13 is a one way pressure responsive transfer valve 60 (described in greater detail previously) which allows a charge of compressed fresh air to travel from induction cylinder 100 to power cylinder 200 when the pressure in power cylinder 200 falls below the pressure in induction cylinder 100.
  • One or more exhaust ports 12 are positioned within a side wall of power cylinder 200 located near the bottom of the power piston's travel. After power piston 30 passes exhaust port 12 during its down stroke, exhaust gasses flow out of power cylinder 200 through exhaust port 12, thus decreasing the pressure in power cylinder 200 and allowing transfer valve 60 to open, in turn allowing a charge of compressed, fresh air to flow from induction cylinder 100 into power cylinder 200. While exhaust port 12 remains open, the inflow of fresh air through transfer valve 60 ensures that any remaining combustion products are displaced out of power cylinder 200. As power piston 30 moves upward, it closes exhaust port 12, thus trapping the remaining charge of fresh air for use in the next combustion event.
  • a fuel injection port 70 is provided at the top of power cylinder 200.
  • the configuration of the instant invention is intended for use as a high compression engine which causes the combustion event to occur in power cylinder 200 as a result of the heat generated during the compression of the air/fuel mixture.
  • a glow plug or spark plug may optionally be provided at the top of power cylinder 200 adjacent fuel injection port 70 to further promote the combustion event.
  • the method of tri-functional ventilation, compression, and power of the instant invention is carried out in only two strokes as follows.
  • induction piston 20 is at its top dead center (TDC) position
  • the next movement of induction piston 20 will be downward through induction cylinder 100.
  • the power piston 30 position is shown at approximately 220°, or 140° from its TDC position as it is traveling upward.
  • power piston 30 has just closed exhaust port 12 such that all fresh air remaining within power cylinder 200 will be compressed as power piston 30 continues its upward stroke.
  • the power piston 30 is now at TDC: fuel has been, or is now injected. If diesel or compression ignition is used, the fuel will now be ignited by the heat of the compressed air, or if a spark is required, it will be made to occur (spark plug not shown). The resulting combustion will cause a rapid increase in pressure within the cylinder.
  • valve 50 opens as a result of the slight underpressure condition created within induction cylinder 100 as induction piston 20 begins its downward stroke.
  • the structure of valve 50 is preferably identical to valve 60, and this enables it to open with only a very slight underpressure condition within induction cylinder 100, such that the task traditionally placed on an internal combustion engine as a result of the vacuum draw established during an intake stroke is vastly reduced. More particularly, assuming that average atmospheric air pressure at sea level is approximately 1.013 bar (14.7 PSI), the transfer valve 50 of the instant invention is designed such that with the transfer valve closed, less than a one pound differential pressure will be sufficient to open the valve.
  • Such sensitivity in transfer valve 50 will ensure closure of the valve as air is trapped and begins to be compressed within power cylinder 200.
  • pressure responsive valve 50 opens, fresh air is 1 introduced into induction chamber 100 above induction piston 20 through air inlet 11.
  • valve 50 remains open to allow a maximum charge of fresh air to be inducted into cylinder 100.
  • induction piston 20 has traveled through approximately 140° (and is thus approximately 40° from bottom dead center (BDC) position)
  • power piston 30 has reached its TDC position, fully compressing the fuel and air mixture and initiating the combustion event within power cylinder 200.
  • the combustion event within power cylinder 200 creates an increasing pressure at the top of power piston 30 which in turn drives power piston 30 downward as the combustion gasses expand.
  • induction piston 20 passes its BDC position and begins its up stroke.
  • pressure responsive valve 50 automatically closes to allow the charge of fresh air that has been admitted to induction cylinder 100 to be compressed.
  • Induction piston 20 then continues to compress the charge of fresh air contained within induction cylinder 100 until power piston 30 again reaches the top of exhaust port 12, at which time the exhaust event commences, allowing a drastic and near immediate reduction of pressure in power cylinder 200 when induction piston 20 is 80 degrees prior to TDC.
  • induction piston 20 reaches its TDC position
  • power cylinder 30 reaches a position 40° past its BDC position, at which it once again closes off exhaust valve 12.
  • exhaust valve 12 Once exhaust valve 12 is closed, the cooler air which has just passed from induction cylinder 100 through transfer valve 60 into power cylinder 200 will have been absorbing heat from all the surfaces of power cylinder 200 and the crown of power piston 30, causing it to increase in pressure, thereby forcing closed transfer valve 60.
  • the power piston 30 continues its up stroke to compress the remaining fresh air charge within power cylinder 200, while induction piston 20 starts its induction stroke. This arrangement creates a high pressure condition within power cylinder 200 which in turn causes pressure responsive transfer valve 60 to automatically close.
  • valves 50 and 60 are both configured as pressure responsive valves which open automatically in response to a differential pressure of approximately 0.07 bar (1 psi).
  • both valve 50 and valve 60 comprise a valve seat housing 10 and a slider valve member 20 configured to reciprocate through the hollow interior of valve seat housing 10, automatically opening and closing in response to differential pressures on either side of the valve of as little as (0.07 bar) (1 psi).
  • the power cylinder 200 of the instant invention and the induction cylinder 100 are each preferably lined with an inner cylinder composed of a hard and heat resistant substance such as polished cast iron, although any similar hard and heat resistant substance would likewise suffice.
  • the inner cylinder is preferably pressed into steel block 10.
  • the inner cylinder 10 may be set into block 10 during the molding process, as the block may alternately be formed from a pourable material, such as concrete, ceramic slip, or epoxy.
  • the inner cylinder is provided with a plurality of small and very numerous perforations clustered together above the BDC position of the power piston.
  • block 10 is provided with a first exhaust plenum immediately adjacent the cylinder liner.
  • a controllable obstruction such as an off-center cam or similarly configured device, may optionally be provided in order to regulate the flow of exhaust gasses.

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  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)
  • Cylinder Crankcases Of Internal Combustion Engines (AREA)
  • Valve Device For Special Equipments (AREA)
  • Motor Or Generator Frames (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Air-Conditioning For Vehicles (AREA)
  • Portable Nailing Machines And Staplers (AREA)
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Claims (11)

  1. Soupape d'admission d'air (60) sensible à la pression et à fonctionnement automatique pour un moteur à combustion interne ayant au moins un cylindre actif (200), ledit cylindre comprenant en outre une culasse, ladite soupape d'admission d'air sensible à la pression et à fonctionnement automatique comprenant : un carter de siège de soupape (10), ledit carter de siège de soupape comprenant en outre un premier alésage (11) s'étendant à travers ledit carter de siège de soupape d'une face supérieure dudit carter de siège de soupape jusqu'à une face inférieure dudit carter de siège de soupape, ledit premier alésage délimitant un siège de soupape évasé (12) contigu à ladite face inférieure ; et un élément de soupape coulissant (20) configuré pour un mouvement alternatif à travers ledit alésage, ledit élément de soupape coulissant comprenant en outre : un élément allongé ayant une partie basse (23) évasée vers l'extérieur, ladite partie basse évasée vers l'extérieur étant configurée pour s'accoupler avec ledit siège de soupape afin de fermer ladite soupape ; des moyens de guidage (22) pour guider ladite soupape coulissante à travers ledit carter de siège de soupape ; un orifice latéral (24) débouchant dans une paroi latérale dudit élément allongé ; et un second alésage (25) traversant ledit élément de soupape coulissant depuis la face supérieure dudit élément de soupape coulissant jusqu'audit orifice latéral.
  2. Soupape d'admission d'air sensible à la pression et à fonctionnement automatique selon la revendication 1, dont ledit carter de siège de soupape (10) comprend en outre : des moyens (13) pour fixer ledit carter de siège de soupape à une ouverture dans ladite culasse.
  3. Soupape d'admission d'air sensible à la pression et à fonctionnement automatique selon la revendication 2, dont lesdits moyens pour fixer ledit carter de siège de soupape comprennent en outre des filets de vis (13) circonscrivant au moins une partie de la surface extérieure dudit carter de siège de soupape (10).
  4. Soupape d'admission d'air sensible à la pression et à fonctionnement automatique selon la revendication 3, dont ledit carter de siège de soupape (10) comprend en outre une clavette (14) qui pénètre radialement et de manière centripète dans ledit premier alésage (11) formé dans ledit carter de siège de soupape, ladite clavette s'engageant dans lesdits moyens de guidage (22) sur ladite soupape coulissante afin d'empêcher la rotation de ladite soupape coulissante.
  5. Soupape d'admission d'air sensible à la pression et à fonctionnement automatique selon la revendication 4, dont lesdits moyens de guidage comprennent en outre une rainure (22) qui pénètre dans ledit élément allongé de ladite soupape coulissante.
  6. Soupape d'admission d'air sensible à la pression et à fonctionnement automatique selon la revendication 4, dans laquelle ledit second alésage (25) dans ledit élément de soupape coulissant (20) comprend en outre : une cavité dans ledit élément de soupape coulissant, ladite cavité étant délimitée par une paroi latérale dudit second alésage et ayant un contour en forme de calotte sphérique ; une première section d'alésage s'étendant dans l'ensemble parallèlement à un axe principal dudit élément de soupape coulissant depuis ladite face supérieure dudit élément de soupape coulissant jusqu'à ladite cavité ; et ledit orifice latéral (24) qui s'étend en faisant un angle avec ledit axe principal dudit élément de soupape coulissant et se termine à ladite cavité ; moyennant quoi l'air s'écoulant à travers ledit second alésage est dirigé le long dudit axe principal, effectue un virage le long du contour sphérique de ladite cavité et sort dudit orifice latéral tout en maintenant un écoulement laminaire.
  7. Soupape d'admission d'air sensible à la pression et à fonctionnement automatique selon la revendication 6, dans laquelle ledit orifice (24) s'étend dans l'ensemble perpendiculairement audit axe principal dudit élément de soupape coulissant (20).
  8. Soupape d'admission d'air sensible à la pression et à fonctionnement automatique selon la revendication 1, comprenant en outre une pluralité desdites soupapes d'admission d'air (60) situées à l'intérieur de ladite culasse.
  9. Soupape d'admission d'air sensible à la pression et à fonctionnement automatique selon la revendication 8, dont chacune desdites soupapes (60) est positionnée de façon à diriger un écoulement d'air à travers ladite soupape et dans une direction tangentielle à un rayon dudit cylindre actif (200), moyennant quoi la pluralité des écoulements d'air issue de ladite pluralité de soupapes produisent un écoulement d'air tourbillonnant et uniforme à l'intérieur dudit cylindre actif.
  10. Soupape d'admission d'air sensible à la pression et à fonctionnement automatique selon la revendication 1, dont ledit carter de siège de soupape (10) est formé monobloc dans ladite culasse.
  11. Moteur à combustion interne comprenant un cylindre actif (200) avec une soupape d'admission d'air (60) sensible à la pression et à fonctionnement automatique selon l'une quelconque des revendications précédentes.
EP00978517A 1999-11-08 2000-11-08 Moteur a deux temps a ventilation coaxiale forcee Expired - Lifetime EP1228297B1 (fr)

Applications Claiming Priority (7)

Application Number Priority Date Filing Date Title
US454773 1982-12-30
US561494 1983-12-14
US16425299P 1999-11-08 1999-11-08
US164252P 1999-11-08
US09/454,773 US6257180B1 (en) 1999-11-08 1999-12-03 Forced coaxially ventilated two stroke power plant
US09/561,494 US6349691B1 (en) 2000-04-28 2000-04-28 Automatic, pressure responsive air intake valve for internal combustion engine
PCT/US2000/030978 WO2001034954A1 (fr) 1999-11-08 2000-11-08 Moteur a deux temps a ventilation coaxiale forcee

Publications (3)

Publication Number Publication Date
EP1228297A1 EP1228297A1 (fr) 2002-08-07
EP1228297A4 EP1228297A4 (fr) 2004-07-14
EP1228297B1 true EP1228297B1 (fr) 2005-09-14

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JP (1) JP2003514185A (fr)
KR (1) KR100746759B1 (fr)
CN (1) CN1255622C (fr)
AT (1) ATE304654T1 (fr)
AU (1) AU765100B2 (fr)
CA (1) CA2390380C (fr)
DE (1) DE60022668T2 (fr)
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WO (1) WO2001034954A1 (fr)

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CN102061992A (zh) 2003-11-26 2011-05-18 格雷登·奥伯瑞·谢佛德 往复式发动机
KR20080027926A (ko) * 2005-07-15 2008-03-28 한스-알민 올만 소기를 강화한 2행정 내연 기관
US7143725B1 (en) * 2005-11-22 2006-12-05 Lung Tan Hu Dual six-stroke self-cooling internal combustion engine
JP5066723B2 (ja) * 2007-01-10 2012-11-07 元伸 熊谷 ２ストローク断熱複合エンジン
WO2008118848A1 (fr) * 2007-03-23 2008-10-02 Trustees Of Tufts College Inhibiteurs peptidomimétiques n-substitués de dipeptidylpeptidase iv
DE102009010766A1 (de) 2009-02-26 2010-12-16 Hyon Engineering Gmbh Umweltfreundlicher Motor mit pneumatischem Ventil
ITPI20090117A1 (it) 2009-09-23 2011-03-23 Roberto Gentili Motore ad accensione spontanea ad immissione progressiva della carica in fase di combustione
KR101155434B1 (ko) 2009-10-05 2012-06-18 변상복 고성능 피스톤 엔진
WO2012013169A1 (fr) 2010-07-29 2012-02-02 Hyon Engineering Gmbh Moteur à combustion interne écologique à soupape pneumatique
CN103089395A (zh) * 2011-10-31 2013-05-08 中国兵器工业集团第七0研究所 一种新型增压内燃机
ITCO20130008A1 (it) * 2013-03-04 2014-09-05 Ermanno Migliavacca Progetto motore 2 tempi ad alte prestazioni, ecologico, funzionante e benzina e non a miscela benzina/olio
RU2617519C1 (ru) * 2016-04-08 2017-04-25 Евгений Александрович Оленев Двигатель внутреннего сгорания
CN107064311B (zh) * 2017-06-05 2019-08-23 哈尔滨工业大学 一种全向型a0模态兰姆波电磁超声换能器

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Publication number Publication date
EP1228297A4 (fr) 2004-07-14
DE60022668D1 (de) 2005-10-20
AU1597301A (en) 2001-06-06
AU765100B2 (en) 2003-09-11
DE60022668T2 (de) 2006-06-22
ES2249306T3 (es) 2006-04-01
CN1387605A (zh) 2002-12-25
EP1228297A1 (fr) 2002-08-07
CA2390380A1 (fr) 2001-05-17
CA2390380C (fr) 2009-01-27
CN1255622C (zh) 2006-05-10
ATE304654T1 (de) 2005-09-15
WO2001034954A1 (fr) 2001-05-17
KR100746759B1 (ko) 2007-08-06
KR20020069354A (ko) 2002-08-30
JP2003514185A (ja) 2003-04-15

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