EP1472443A1 - Moteur a combustion interne - Google Patents

Moteur a combustion interne

Info

Publication number
EP1472443A1
EP1472443A1 EP03704290A EP03704290A EP1472443A1 EP 1472443 A1 EP1472443 A1 EP 1472443A1 EP 03704290 A EP03704290 A EP 03704290A EP 03704290 A EP03704290 A EP 03704290A EP 1472443 A1 EP1472443 A1 EP 1472443A1
Authority
EP
European Patent Office
Prior art keywords
piston
cylinder
compressor
working
motor 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.)
Withdrawn
Application number
EP03704290A
Other languages
German (de)
English (en)
Inventor
Josef Zeitler
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 DE10204689A external-priority patent/DE10204689A1/de
Application filed by Individual filed Critical Individual
Publication of EP1472443A1 publication Critical patent/EP1472443A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B33/00—Engines characterised by provision of pumps for charging or scavenging
    • F02B33/02—Engines with reciprocating-piston pumps; Engines with crankcase pumps
    • F02B33/06—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
    • F02B33/16—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 having differing movements
    • 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
    • F02B75/00—Other engines
    • F02B75/02—Engines characterised by their cycles, e.g. six-stroke
    • F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
    • F02B2075/025—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle two

Definitions

  • the invention relates to an internal combustion engine and in particular to an internal combustion engine operating according to the two-stroke principle.
  • Two-stroke combustion or gasoline engines are known in different designs and can be manufactured in a small size with high engine power and avoiding complex valve control, but are found in particular for reasons of environmental protection, i.e. due to the necessity to add lubricating oil to the fuel (petrol), only limited use.
  • the object of the invention is to demonstrate an internal combustion engine which operates according to the two-stroke principle, which avoids this disadvantage and has a long service life.
  • an internal combustion engine is designed according to claim 1.
  • the compressor piston is an annular piston which is provided in an annular compressor cylinder which is arranged concentrically with the working cylinder and which can be moved from a starting position against the action of reset to compress and to feed the air / fuel mixture into the working chamber of the working cylinder, and although preferably via control cams provided on the crankshaft or motor shaft, which interact with a control surface of the annular piston.
  • the compressor piston Since in the engine according to the invention it is not the crankcase that is used to compress the fresh air-fuel mixture, but rather the compressor piston, one is It is not necessary to add lubricating oil to the fuel.
  • the lubrication of the bearings of the engine shaft including the connecting rod bearings etc. can be done with engine oil, as with a four-stroke engine.
  • the compressor piston and the associated cylinder can be designed with little wear, so that the engine has a long service life.
  • FIGS. 1 and 2 show the cylinder of the internal combustion engine in a simplified representation and in section and in two different operating states.
  • 1 generally designates a cylinder arrangement of an internal combustion engine designed as a two-stroke engine.
  • the cylinder arrangement 1 comprises a working cylinder 2, in which a piston 3 is axially displaceable.
  • the cylinder 2 is closed at its upper end by the cylinder cover 4, which is indicated schematically in the figures, so that between the cylinder cover 4 and the piston 3, a volume-adjustable working or combustion chamber 5 is formed.
  • the piston 3 interacts in a conventional manner via a connecting rod 6 with the engine or crankshaft 7, which is rotatably mounted in the engine housing (not shown).
  • the cylinder 2 is enclosed by a further, annular compressor cylinder 8, in which an annular compressor piston 9 is axially displaceable, namely against the action of a spring 10 from a lowered lower stroke position upwards.
  • the cylinder 8 forms a cylinder or compressor chamber 11 which can be changed in volume and which is connected via channels 12 to inlets 13 on the cylinder 1 which (inlets) for supplying the air / fuel mixture into the working chamber 5 serve.
  • Outlet is also in the figures Outlet indicated, which serves to discharge the combustion gases and which is connected to the exhaust, not shown, of the engine.
  • the piston 3 controls the inlet 13 and the outlet (s) 14 in the manner customary in two-stroke engines.
  • annular piston 9 For a controlled movement of the annular piston 9, two cam disks 15 are provided on the crankshaft 7 on both sides of the connecting rod 6, which move the annular piston 9 upward against the action of the return spring 10 when the crankshaft 7 rotates and then release it again, so that the piston 9 synchronously with the movement of the piston 3, but opposite to this movement of the piston 3, carries out the lifting movement described in more detail below.
  • the annular piston 9 In Figure 1, the annular piston 9 is in its lowest starting position and in Figure 2 in a position between the lower starting position and an upper stroke position.
  • connection 16 opens out, via which the air / fuel mixture is sucked in or supplied, specifically via a check valve 1 7.
  • the piston 9 serves as described in more detail below Way to control the supply line 16, but in particular as a compressor piston for supplying the air-fuel mixture via the channels 12 and inlets 13 in the cylinder 2 and for rinsing this cylinder.
  • the piston 3 moves upward in accordance with the arrow A there before igniting the compressed air / fuel mixture in the working space 5.
  • the annular piston 9 moves in a controlled manner by the control cams 15 from a raised position closing the connection 16 downwards, so that fresh air-fuel mixture is sucked in by the subsequent increase in the volume of the cylinder space 1 1 via the connection 16 and the check valve 1.
  • the inlets 13 and outlets 14 are already closed by the piston 3, the annular piston is in its lowest position. At the top dead center of the piston 3 or shortly before then, the air-gas mixture compressed in the working space 5 is ignited in the usual way.
  • the piston 3 moves downward after the ignition of the air-fuel mixture in the working space 5 in accordance with the arrow B in FIG. 2 in the sense of increasing the distance between the piston 3 and the cylinder cover 4.
  • the annular piston becomes 9 moves in the opposite direction upward (arrow A ') of Figure 2, whereby after opening the inlets 13, the fresh air-fuel mixture enter the working space 5 under pressure and thereby also the combustion gas present in this working space 5 via the outlet 14 can displace.
  • the inlets 13 and outlets 14 are closed again by this piston 3 and the air / fuel mixture is then compressed in the working space 5.
  • the annular piston 9 is moved downward again in accordance with the arrow B 'in FIG. 1, so as to open the feed 16 and fresh air / fuel mixture again via the feed 16 into the volume-increasing cylinder space 11 to suck.
  • the advantages of the two-stroke engine described include that, deviating from the usual design of supplying the fresh air-fuel mixture, it does not take place via an overflow channel connected to a closed crankcase, that is, the internal combustion engine uses the usual fuel (for example gasoline).
  • the usual fuel for example gasoline
  • Surfaces of the control knobs 15, etc. in the form customary in four-stroke engines can be done by engine oil.
  • the ring piston 9, which acts as a compression piston also provides a particularly effective feeding of the fresh air / fuel mixture into the working space 5 and optimal flushing of this working space.
  • elastic elements such as, for example, rubber membranes for introducing the fresh air / fuel mixture into the working space 5, are avoided, which (membranes) are subject to increased wear.
  • annular piston 9 and / or its control in such a way that after the outlet 14 has been closed via the annular piston 9, the air-fuel mixture is compressed or the engine is charged before the piston 3 moves into the has moved the upper stroke position.
  • This can be achieved, for example, by the outlet 14 being controlled by a control edge of the annular piston, specifically with the appropriate configuration and arrangement of the annular piston and with the appropriate configuration of the control cams 15.
  • Cylinder arrangement of a two-stroke engine working cylinder, working piston, cylinder cover, working or combustion chamber, connecting rod, crankshaft, compression cylinder, ring piston or compressor piston, return spring, cylinder chamber or compressor chamber, channel inlet, outlet, control cam, connection, check valve

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Compressors, Vaccum Pumps And Other Relevant Systems (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)
  • Cylinder Crankcases Of Internal Combustion Engines (AREA)

Abstract

L'invention concerne un nouveau type de moteur à combustion interne qui présente au moins un ensemble cylindre (1) comprenant un cylindre de travail (2) et un piston (3) qui se déplace axialement dans ce dernier (2) et dont le mouvement alternatif est converti en un mouvement de rotation d'un arbre de moteur (7), au moins une entrée commandée (13) servant à introduire un mélange air-carburant frais dans la chambre de travail (5) et au moins une sortie commandée (14) servant à évacuer les gaz de combustion. L'entrée ou les entrées (13) sont formées par au moins un orifice d'au moins un canal de trop-plein (12) qui communique avec une chambre (11) où le mélange air-gaz est comprimé.
EP03704290A 2002-02-06 2003-02-04 Moteur a combustion interne Withdrawn EP1472443A1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10204689A DE10204689A1 (de) 2001-12-28 2002-02-06 Verbrennungsmotor
DE10204689 2002-02-06
PCT/DE2003/000310 WO2003067049A1 (fr) 2002-02-06 2003-02-04 Moteur a combustion interne

Publications (1)

Publication Number Publication Date
EP1472443A1 true EP1472443A1 (fr) 2004-11-03

Family

ID=27674561

Family Applications (1)

Application Number Title Priority Date Filing Date
EP03704290A Withdrawn EP1472443A1 (fr) 2002-02-06 2003-02-04 Moteur a combustion interne

Country Status (4)

Country Link
EP (1) EP1472443A1 (fr)
AU (1) AU2003206653A1 (fr)
DE (1) DE10390390D2 (fr)
WO (1) WO2003067049A1 (fr)

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
BE403611A (fr) *
US2407788A (en) * 1944-07-01 1946-09-17 Richard H Knauss Internal-combustion engine
DE834037C (de) * 1950-09-17 1952-03-13 Viktor Rembold Dr Ing Steuerung einer Kolbenspuelpumpe fuer Verbrennungsmotoren durch den Arbeitskolben
EP1402159A1 (fr) * 2001-05-28 2004-03-31 Hendrikus C. N. Hachmang Moteur a deux temps

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO03067049A1 *

Also Published As

Publication number Publication date
AU2003206653A1 (en) 2003-09-02
WO2003067049A1 (fr) 2003-08-14
WO2003067049A8 (fr) 2005-05-19
DE10390390D2 (de) 2005-02-10

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