EP1314870A1 - Moteur endothermique à deux temps amélioré - Google Patents

Moteur endothermique à deux temps amélioré Download PDF

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Publication number
EP1314870A1
EP1314870A1 EP01830718A EP01830718A EP1314870A1 EP 1314870 A1 EP1314870 A1 EP 1314870A1 EP 01830718 A EP01830718 A EP 01830718A EP 01830718 A EP01830718 A EP 01830718A EP 1314870 A1 EP1314870 A1 EP 1314870A1
Authority
EP
European Patent Office
Prior art keywords
engine
cylinder
air
port
exhaust
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.)
Granted
Application number
EP01830718A
Other languages
German (de)
English (en)
Other versions
EP1314870B1 (fr
Inventor
Franco Lambertini
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.)
Morini Franco Motori SpA
Original Assignee
Morini Franco Motori SpA
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 Morini Franco Motori SpA filed Critical Morini Franco Motori SpA
Priority to AT01830718T priority Critical patent/ATE289003T1/de
Priority to DE60108886T priority patent/DE60108886D1/de
Priority to EP01830718A priority patent/EP1314870B1/fr
Publication of EP1314870A1 publication Critical patent/EP1314870A1/fr
Application granted granted Critical
Publication of EP1314870B1 publication Critical patent/EP1314870B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime 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
    • F02B61/00—Adaptations of engines for driving vehicles or for driving propellers; Combinations of engines with gearing
    • F02B61/02—Adaptations of engines for driving vehicles or for driving propellers; Combinations of engines with gearing for driving cycles
    • 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 present invention relates to an enhanced two-stroke endothermic engine.
  • the two-stroke engine according to the present invention is provided with some constructive features that allow to reduce polluting emissions and fuel consumption.
  • the two-stroke engine according to the present invention finds advantageous application in the field of engines for small vehicles in general, such as mopeds, motorcycles, scooters, snowmobiles, or for portable tools such as chainsaws, lawn mowers, etc.
  • the present invention also finds application in the field of marine engines, for instance for outboard engines.
  • the main defects are their high consumption, polluting emissions caused above all by carbon monoxide and by unburned hydrocarbons and due mainly to incomplete combustion and to the escape from the exhaust of air-fuel mixture before it is burnt.
  • the direct injection into the combustion chamber is also rather costly to obtain, and can lead to metering difficulties, especially for small-displacement engines when used under partial loads.
  • the time for injection is very short and it is therefore necessary to limit the maximum power of the engine, in order to perform the injection earlier, when the exhaust port is still open, thereby returning, however, to have the problems of the escape of unburned fuel from the exhaust.
  • the aim of the present invention is to obtain an enhanced two-stroke endothermic engine that allows to reduce the polluting emissions at the exhaust, meeting current and future pollution-abatement regulations.
  • Another aim of the present invention is to obtain a two-stroke endothermic engine that is simple to produce and that does not require complicated and unreliable devices, in such a way as not to alter the typical advantages of traditional two-stroke engines.
  • a further aim of the present invention is to obtain a two-stroke endothermic engine that is economical to produce and that can easily be repaired and serviced by traditional mechanics without requiring, on their part, specific training on the operation and maintenance of this type of engine.
  • a two-stroke endothermic engine is provided as specified in claim 1.
  • the dependent claims refer to preferred and advantageous embodiments of the invention.
  • the engine 1 includes a crankcase 2, shown partially, a cylinder 3 mounted on the crankcase 2 and a head 4 for closing the cylinder 3.
  • the head 4 is provided with a cap 4a for collecting the air-fuel mix around the ignition plug.
  • Inside the cylinder 3 is able to slide a piston 5 which opens a series of ports for the operation of the engine according to the two-stroke cycle.
  • the piston 5 is connected in conventional fashion, not shown herein, to a drive shaft by means of piston pin and connecting rod.
  • the cylinder 3, having an axis 3' comprises at least an exhaust port 6, having an axis 6', and a series of transfer ports 7 communicating with the crankcase 2, which in turn comprises an intake and pre-compression chamber of the usual type, not shown herein, connected in known fashion, for instance by means of a blade valve, to a fuel supply device, for instance a carburettor (not shown herein).
  • a fuel supply device for instance a carburettor (not shown herein).
  • the cylinder 3 further comprises at least an air inlet port 8 positioned in proximity to the exhaust port 6.
  • the cylinder 3 is provided with two air inlet ports 8 positioned to the side of the exhaust port 6.
  • the air inlet ports 8 are connected to an air supplier-resonator device 9.
  • the supplier-resonator 9 comprises a resonance chamber 10 and at least a conduit 11 for connecting the resonance chamber 10 to the air inlet port or ports 8.
  • conduit or conduits 11 are made with such an inclination, in the part proximate to the cylinder 3, that a fluid egressing the port or ports 8 is oriented with an angle ⁇ relative to the axis 3' and towards the top of the cylinder 3 and with an angle ⁇ relative to the axis 6' of the exhaust port 6 and towards the centre of the cylinder.
  • the angle ⁇ can be between 20 and 75 degrees and it is preferably about 40 degrees ( Figures 2 and 5) relative to the axis 3', whilst the angle ⁇ can be between 50 and 80 degrees and it is preferably 70 degrees relative to the axis 6'.
  • the resonance chamber 10 further comprises an opening 12 for admitting the air coming from a source 13 of air.
  • the opening 12 can be provided with appropriate regulating means 14.
  • the regulating means 14 comprise a blade valve 15, which in the practical execution can comprise a single blade, as shown in the drawings, or multiple blades.
  • the source of air 13 can provide air at atmospheric pressure or with a certain over-pressure, drawing it directly through filtering means (not illustrated herein).
  • the air inlet ports 8 have relatively limited width relative to the other ports to increase outflow velocity in order to increase turbulence and the barrier effects, and they are located near the exhaust port 6.
  • Each air inlet port 8 is positioned relative to the exhaust port 6 and so dimensioned as to create a "blade" of pure air which, inside the cylinder 3, opposes the egress of the cool gases 20 coming from the transfer ports 7 and favours re-mixing (turbulence).
  • the resonance chamber 10 is positioned between the cylinder 3 and the crankcase 2 and comprises a closure wall 16 whereon is located the opening 12 and whereon is also mounted the blade vale 15.
  • an insulating gasket 16a whose purpose is to protect the blade valve 15 from the heat coming from the cylinder and in particular from the exhaust manifold, located above the chamber 10.
  • the latter can be made with different volumes according to the characteristics of power to be obtained from the engine.
  • one of the lateral walls of the chamber 10 can be translatable under the action of appropriate actuation means sensitive to the rpm setting of the engine.
  • Said means can comprise centrifugal masses which rotate together with the drive shaft and which are displaced according to the velocity of rotation thereof. The displacement of the masses can thus be used to displace the lateral wall of the chamber 10.
  • the opening 12 comprises a supporting part 17 for the blade valve 15.
  • the support part 17 can be integral with the wall 16 for closing the chamber 10 as shown in the figures.
  • the support function of the part 17 for the blade valve 15 is very important for the proper operation of the valve because it allows to maintain the blade bearing on an ample area, when the chamber 10 is under pressure. Without said part 17, the blade of the valve 15 would be subjected to flexure due to the relatively high pressure of the chamber 10, so that the blade valve 15 would deteriorate in a short time.
  • FIGS 11 through 18 show an example of operation of the engine of the present invention according to the configuration of Figure 8. Moreover, the differences of operation with respect to the other engines configurations illustrated in Figures 9 and 10 will be described.
  • the engine 1 is in the expansion phase after the combustion of the fuel-air mixture.
  • the piston 5 during its descent opens the exhaust port 6 and the exhaust phase thus starts.
  • the pressure inside the cylinder 3 drops from a few bar, by way of indication about 4-4.5, to a pressure of about 1.5 bar.
  • the chamber 10 can be supplied air from the source 13 of air at atmospheric pressure or with a certain over-pressure. Therefore, the chamber 10 can be at a pressure that is slightly lower than atmospheric pressure, i.e. about 0.8-0.9 bar, or when the chamber 10 is supercharged, at greater than atmospheric pressure.
  • the cylinder 3 is then placed in communication with the chamber 10.
  • FIGs 8, 9 and 10 show embodiments of the present invention in which the air inlet ports 8 have different heights in relation to the height of the exhaust port 6. These parameters allow to vary the operating characteristics of the engine of the present invention.
  • the relation between the height of the exhaust ports 6 and the height of the air inlet ports 8 is that as the height of the inlet ports 8 increases, so does the pressure level in the resonance chamber 10.
  • the variation of the height of the air inlet port 8 is a function of the effect to be obtained by the return wave towards the cylinder and hence of the characteristics of the engine, since the farther upwards the air inlet port 8 is situated, the higher the compression pressure of the air inside the chamber 10 will be, hence the higher will be the return effect of the air in the cylinder 3 and thus the stronger the barrier effect will be.
  • the height of the air inlet port 8 is, therefore, the result of a trade-off that is a function of the engine specifications: power/pollution/consumption.
  • Figure 14 shows a moment subsequent to the descent of the piston 5, in which the pressure level in the chamber 10 has dropped until becoming lower than the pressure level of the pure air, indicated with the arrows 19, coming from the air source 13.
  • the pure air 19 enters in over-pressure through the means 14 for regulating the opening 12, whilst if the atmospheric feeding is provided for the chamber 10, the pure air 19 enters the chamber 10 because of a vacuum wave of the burned gases 18. The latter, returning outside through the ports 8, cause a vacuum in the chamber 10 which thus causes the intake of the pure air 19.
  • the waves of the exhaust gases 18 contribute to intake the pure air 19 into the resonance chamber 10 and subsequently to the egress of the pure air 19 partly mixed with the exhaust gases 18.
  • the regulating means 14 are practically obtained with a blade valve 15 of a known type, which allows automatically to regulate the ingress of the pure air 19.
  • different regulating means 14 can be provided for admitting air into the chamber 10, such as commanded mitre or slide valves (not shown herein).
  • the chamber 10 is in proximity to the exhaust conduit, so that part of the heat of the exhaust gas is transmitted to the pure air 19 present in the chamber 10, and thanks to the heat the pure air 19 present in the chamber 10 undergoes such a temperature increase as to increase pressure and favour an oxidation effect of the cool gases 20 and a post-combustion effect.
  • the supercharging influences the quantity of pure air 19 that enters the chamber 10 and is mixed with the burned gases 18, but not substantially influence the return pressure in the cylinder because in any case the burned gases 18 that raise the pressure level entering the resonance chamber 10.
  • the result is always that of a strong flow of burned gases 18 and pure air 19 returning from the ports 8 towards the cylinder 3, which pulsates with a resonance rate that depends, among other factors, on the volume of the chamber 10.
  • the effect of the pure air 19 in the exhaust is to favour the oxidation of any cool gases 20 and unburned gas which are along the exhaust pipe and to favour the effect of the catalyst.
  • the pure air 19 that does not escape from the exhaust participates in the combustion of the engine.
  • an area where the fuel-air mixture is richer around the spark plug and an area where it is leaner, i.e. with more abundant air, around the air inlet ports 8.
  • a globally leaner combustion is obtained, with further advantages in pollution abatement terms.
  • the head 4 can have a cap 4a in eccentric position, offset to the side opposite the air inlet ports 8.
  • the pollution-abating action of the engine of the present invention therefore develops along three main points.
  • the main advantages of the present engine are the economical construction which requires few additional components with respect to a traditional two-stroke engine.
  • the engine of the present invention is, in fact, based on a traditional two-stroke engine structure.
  • the additional devices, the resonance chamber 10, the air source 13, etc., are relatively simple and inexpensive. Moreover, their entire operation is intuitive and can be repaired and serviced also be mechanics without specific training.
  • the devices added to the engine of the present invention provide for flexible use, because they are suitable both for “tourist-like” engines and for “sportier” engines.
  • the pollution-abating action of the devices added to the engine of the present invention remain unaltered over time because it has no parts subject to wear and it is certain because it is based on three different principles, combined and mutually enhancing: (i) barrier against the egress of cool gases to the exhaust, (ii) oxidation and post-combustion in the exhaust system, (iii) stratification of the charge of fuel-air mixture in the cylinder with globally leaner combustion relative to traditional two-stroke engines.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Cylinder Crankcases Of Internal Combustion Engines (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)
  • Valve Device For Special Equipments (AREA)
EP01830718A 2001-11-21 2001-11-21 Moteur endothermique à deux temps amélioré Expired - Lifetime EP1314870B1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
AT01830718T ATE289003T1 (de) 2001-11-21 2001-11-21 Verbesserte zweitakt-brennkraftmaschine
DE60108886T DE60108886D1 (de) 2001-11-21 2001-11-21 Verbesserte Zweitakt-Brennkraftmaschine
EP01830718A EP1314870B1 (fr) 2001-11-21 2001-11-21 Moteur endothermique à deux temps amélioré

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP01830718A EP1314870B1 (fr) 2001-11-21 2001-11-21 Moteur endothermique à deux temps amélioré

Publications (2)

Publication Number Publication Date
EP1314870A1 true EP1314870A1 (fr) 2003-05-28
EP1314870B1 EP1314870B1 (fr) 2005-02-09

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ID=8184783

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EP01830718A Expired - Lifetime EP1314870B1 (fr) 2001-11-21 2001-11-21 Moteur endothermique à deux temps amélioré

Country Status (3)

Country Link
EP (1) EP1314870B1 (fr)
AT (1) ATE289003T1 (fr)
DE (1) DE60108886D1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2006080044A2 (fr) * 2005-01-27 2006-08-03 Centro Ricerche Tecnologiche Srl Barriere de fluide en jet de gaz pour moteur deux temps
DE102007051171B4 (de) * 2006-10-27 2012-08-16 Yamabiko Corporation Zweitakt-Verbrennungsmotor

Citations (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR759044A (fr) * 1933-07-31 1934-01-27 Moteur à deux temps à combustion interne
US2017009A (en) 1932-02-18 1935-10-08 Marchant William Douglas Injection apparatus for fuel for internal combustion engines
DE2619136A1 (de) 1975-06-09 1976-12-30 Thaelmann Fahrzeug Jagdwaffen Elektrisch angetriebenes pumpe- duese-element
GB2115485A (en) * 1982-02-17 1983-09-07 Nat Res Dev Stratified charge two-stroke engines
DD213471A1 (de) 1983-01-27 1984-09-12 Veg Z Tierzucht Nordhausen Einrichtung zur kryogenen speicherung und bereitstellung tiefsiedender gase vorzugsweise fuer fahrzeugmotoren
JPS6196129A (ja) * 1984-10-16 1986-05-14 Nippon Clean Engine Res ２サイクル内燃機関
US4848279A (en) 1988-02-03 1989-07-18 Industrial Technology Research Institute Air-injection device for two-stroke engines
US4899698A (en) * 1987-10-30 1990-02-13 Georges Thery Combustion chamber for two-stroke reciprocating engine, and and engine making use thereof
FR2693507A1 (fr) * 1992-07-09 1994-01-14 Aura Procédé et dispositif d'alimentation d'un cylindre de moteur à combustion interne à deux temps.
DE19900445A1 (de) * 1999-01-08 2000-07-13 Stihl Maschf Andreas Zweitaktmotor mit Spülvorlage
WO2000055488A1 (fr) 1999-03-18 2000-09-21 Deere & Company Systeme de carburation haute vitesse pour injection assistee par air comprime

Patent Citations (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2017009A (en) 1932-02-18 1935-10-08 Marchant William Douglas Injection apparatus for fuel for internal combustion engines
FR759044A (fr) * 1933-07-31 1934-01-27 Moteur à deux temps à combustion interne
DE2619136A1 (de) 1975-06-09 1976-12-30 Thaelmann Fahrzeug Jagdwaffen Elektrisch angetriebenes pumpe- duese-element
GB2115485A (en) * 1982-02-17 1983-09-07 Nat Res Dev Stratified charge two-stroke engines
DD213471A1 (de) 1983-01-27 1984-09-12 Veg Z Tierzucht Nordhausen Einrichtung zur kryogenen speicherung und bereitstellung tiefsiedender gase vorzugsweise fuer fahrzeugmotoren
JPS6196129A (ja) * 1984-10-16 1986-05-14 Nippon Clean Engine Res ２サイクル内燃機関
US4899698A (en) * 1987-10-30 1990-02-13 Georges Thery Combustion chamber for two-stroke reciprocating engine, and and engine making use thereof
US4848279A (en) 1988-02-03 1989-07-18 Industrial Technology Research Institute Air-injection device for two-stroke engines
FR2693507A1 (fr) * 1992-07-09 1994-01-14 Aura Procédé et dispositif d'alimentation d'un cylindre de moteur à combustion interne à deux temps.
DE19900445A1 (de) * 1999-01-08 2000-07-13 Stihl Maschf Andreas Zweitaktmotor mit Spülvorlage
WO2000055488A1 (fr) 1999-03-18 2000-09-21 Deere & Company Systeme de carburation haute vitesse pour injection assistee par air comprime

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
PATENT ABSTRACTS OF JAPAN vol. 010, no. 273 (M - 518) 17 September 1986 (1986-09-17) *

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2006080044A2 (fr) * 2005-01-27 2006-08-03 Centro Ricerche Tecnologiche Srl Barriere de fluide en jet de gaz pour moteur deux temps
WO2006080044A3 (fr) * 2005-01-27 2006-09-08 Ct Ricerche Tecnologiche Srl Barriere de fluide en jet de gaz pour moteur deux temps
DE102007051171B4 (de) * 2006-10-27 2012-08-16 Yamabiko Corporation Zweitakt-Verbrennungsmotor

Also Published As

Publication number Publication date
DE60108886D1 (de) 2005-03-17
EP1314870B1 (fr) 2005-02-09
ATE289003T1 (de) 2005-02-15

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