EP1788218A2 - Moteur à combustion interne ayant un dispositif de commande d'une soupape de balayage - Google Patents

Moteur à combustion interne ayant un dispositif de commande d'une soupape de balayage Download PDF

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Publication number
EP1788218A2
EP1788218A2 EP06124274A EP06124274A EP1788218A2 EP 1788218 A2 EP1788218 A2 EP 1788218A2 EP 06124274 A EP06124274 A EP 06124274A EP 06124274 A EP06124274 A EP 06124274A EP 1788218 A2 EP1788218 A2 EP 1788218A2
Authority
EP
European Patent Office
Prior art keywords
control valve
scavenging
scavenging control
scavenge
cylinder liner
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Withdrawn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
EP06124274A
Other languages
German (de)
English (en)
Other versions
EP1788218A3 (fr
Inventor
Satoru Nagasaki Research & Dev. Center MITSUBISHI Murata
Shuichi KOBE Shipyard & Machinery Works Mitsubishi Yoshikawa
Sadao KOBE Shipyard & Machinery Works Mitsubishi Yoshihara
Jun KOBE Shipyard & Machinery Works Mitsubishi Yanagi
Hiroyuki KOBE Shipyard & Machinery Works Mitsubishi Ishida
Katsuo Ryonichi Engineering Co. LTD Kanazawa Div. Yodogawa
Yasu Ryonichi Engineering Co. LTD Kanazawa Div Tomiya
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.)
Mitsubishi Heavy Industries Ltd
Original Assignee
Mitsubishi Heavy Industries Ltd
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 Mitsubishi Heavy Industries Ltd filed Critical Mitsubishi Heavy Industries Ltd
Publication of EP1788218A2 publication Critical patent/EP1788218A2/fr
Publication of EP1788218A3 publication Critical patent/EP1788218A3/fr
Withdrawn legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B25/00—Engines characterised by using fresh charge for scavenging cylinders
    • F02B25/02—Engines characterised by using fresh charge for scavenging cylinders using unidirectional scavenging
    • F02B25/04—Engines having ports both in cylinder head and in cylinder wall 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
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F1/00—Cylinders; Cylinder heads 
    • F02F1/18—Other cylinders
    • F02F1/22—Other cylinders characterised by having ports in cylinder wall for scavenging or charging
    • 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 is applied to a large size two-cycle engine having a plurality of scavenging ports arranged in the lower part of the cylinder liner along circumferential direction of the cylinder liner for introducing scavenge air into the cylinder, and relates to an internal combustion engine equipped with a scavenging control valve device which controls scavenging port opening and closing so that scavenge air is supplied into the cylinder when the scavenging control valve is rotated to a position at which scavenge openings of the scavenge control valve communicate to the scavenging ports of the cylinder liner and supply of scavenge air is interrupted when the scavenging control valve is rotated to a position at which the scavenge openings of the scavenge control valve shut the scavenging ports of the cylinder liner.
  • large size two-cycle engines adopt uniflow scavenging method, in which scavenging ports are arranged in the lower part of the cylinder liner along circumferential direction thereof, air is introduced into the cylinder when the scavenging ports are opened by the top edge of the piston traveling downward toward the bottom dead center, and the introduced air pushes out combustion gas in the cylinder through exhaust valves provided in the cylinder head.
  • patent literature 1 Japanese Laid-Open Patent Application No.2004-340120 (hereafter referred to as patent literature 1) is disclosed a large size two-cycle diesel engine of uniflow scavenging type, in which an annular-shaped scavenging control valve is fitted-in to either the inner side or outer side of the cylinder liner movably in circumferential direction of the cylinder liner for opening and closing the scavenging ports of the cylinder liner in order to allow scavenge air to be supplied into the cylinder or interrupted.
  • an annular-shaped scavenging control valve is fitted-in to either the inner side or outer side of the cylinder liner movably in circumferential direction of the cylinder liner for opening and closing the scavenging ports of the cylinder liner in order to allow scavenge air to be supplied into the cylinder or interrupted.
  • an annular-shaped scavenging control valve is fitted-in to a fitting face formed in the inner side of the cylinder liner rotatably in circumferential direction, the cylinder liner having a plurality of scavenging ports arranged along circumferential direction thereof for introducing scavenge air into the cylinder, the scavenging control valve having a plurality of scavenge openings arranged along circumferential direction thereof, and the scavenging control valve is moved in circumferential direction of the cylinder liner by means of a scavenging control valve drive device to which supply and drain of working oil is switched by means of an electromagnetic valve, whereby the scavenge openings of the scavenging control valve are brought into communication or discommunication with the scavenging ports of the cylinder liner by moving the scavenging control valve in circumferential direction of the cylinder liner to allow scavenge air to
  • FIG.10 is a partial sectional view of a part near a scavenging port along the cylinder center line of a diesel engine equipped with a conventional scavenging control valve.
  • reference numeral 100 is a cylinder liner having scavenging ports not shown in the drawing
  • 1 is a scavenging control valve having a scavenge opening 4
  • 103 is a piston
  • 106 are a plurality of piston rings (four rings in this example) equipped to the piston 103.
  • scavenging ports of the cylinder liner(not shown in the drawing) and scavenge openings 4 of the scavenging control valve are arranged in one stage respectively, and the height of the scavenge opening 4 is large in order to secure large area of scavenge openings. As a result, the height of the scavenge opening 4 is larger than the distance from the top piston ring to the bottom piston ring.
  • combustion gas blows through the upper annular space 103a above the top piston ring and through the scavenge opening 4 to the skirt part of the piston as shown by an arrow T in FIG.10, which causes reduction in engine performance and occurrence of piston ring sticking due to deposition of combustion gas residuum on the piston rings.
  • the scavenging control valve 1 is moved in circumferential direction thereof by means of a scavenging control valve drive device to which supply and draining of working oil are switched by an electromagnetic valve so that the scavenge openings of the scavenging control valve are brought into communication or discommunication with the scavenging ports of the cylinder liner, so there is a problem that the amount of working oil used for driving the scavenging control valve drive device is fairly large and energy loss for pressurizing the working oil increases.
  • a scavenging control valve which is fitted on the out side periphery of the cylinder liner and opening and closing of the scavenging ports of the cylinder liner is controlled by moving the scavenging control valve in axial direction of the cylinder liner.
  • an the object of the invention is to provide an internal combustion engine equipped with a scavenging control valve, in which blow-by of combustion gas from the upper annular space above the top piston ring to the scavenge openings of the scavenging control valve is prevented, by which reduction in engine performance due to deposition of combustion gas residuum to the scavenge openings and occurrence of piston ring sticking due to deposition of combustion gas residuum on the piston rings, and further the amount of working oil to drive the scavenging control valve can be reduced resulting in decreased energy loss for pressurizing the working oil.
  • the present invention proposes an internal combustion engine equipped with a scavenging control valve, the engine having a plurality of scavenging ports arranged along circumferential direction of its cylinder liner in its lower part for introducing scavenge air into the cylinder, wherein an annular-shaped scavenging control valve is fitted-in to a fitting face formed on either the inner side or outer side of the cylinder liner movably in circumferential direction of the cylinder liner for opening and closing said scavenging ports in order to allow scavenge air to be supplied into the cylinder or interrupted, said scavenging control valve has a plurality of scavenge openings arranged along circumferential direction and in a plurality of stages in axial direction thereof so that the scavenge openings are brought into communication or discommunication with the scavenging ports of the cylinder liner by moving the scavenging control valve in circumferential direction thereof, and the scavenge openings of each stage
  • said scavenging control valve has a plurality of scavenge openings arranged along circumferential direction and in a plurality of stages in axial direction thereof so that the scavenge openings are brought into communication or discommunication with the scavenging ports of the cylinder liner by moving the scavenging control valve in circumferential direction thereof, and height H1 of scavenge openings belonging to the uppermost stage of a plurality of the stages is higher than height H2 of scavenge openings belonging to lower stages below the uppermost stage, i.e. H1 ⁇ H2.
  • the invention is characterized in that, in the internal combustion engine, an annular-shaped scavenging control valve which is fitted-in to a fitting face formed on the inner side of the cylinder liner movably in circumferential direction of the cylinder liner, and which has a plurality of scavenge openings arranged along circumferential direction and in a plurality of stages in axial direction thereof so that the scavenge openings are brought into communication or discommunication with the scavenging ports of the cylinder liner by moving the scavenging control valve in circumferential direction thereof for opening and closing said scavenging ports in order to allow scavenge air to be supplied into the cylinder or interrupted; and a hydraulic drive means which is provided in the cylinder liner and in the upper part of the scavenging control valve for allowing the scavenging control valve to move in circumferential direction thereof, are provided.
  • an annular-shaped scavenging control valve which is fitted-in to a fitting face formed on either the inner side or outer side of the cylinder liner movably in circumferential direction of the cylinder liner, and which has a plurality of scavenge openings arranged along circumferential direction and in a plurality of stages in axial direction thereof so that the scavenge openings are brought into communication or discommunication with the scavenging ports of the cylinder liner by moving the scavenging control valve in circumferential direction thereof for opening and closing said scavenging ports in order to allow scavenge air to be supplied into the cylinder or interrupted; and a hydraulic drive means which is provided in the cylinder liner and in the upper part of the scavenging control valve for allowing the scavenging control valve to move in circumferential direction thereof, are provided; and wherein said hydraulic drive means consists of drive side actuators and return side actuators, to which working oil is supplied and
  • the scavenge openings of the scavenging control valve in a plurality of stage in axial direction thereof and securing large area for scavenge air passage and making the height H1 of the scavenge openings of each stage to be smaller than the inside distance L1 between the top piston ring and bottom piston ring (L1 ⁇ L2), some one of a plurality of the piston rings contacts the inner surface of the scavenging control valve all through the circumference thereof in the bridge part between scavenge openings of adjacent stages to make gas seal between scavenge openings of adjacent stages when the piston moves down and piston rings pass by the scavenge openings. Therefore, blow-by of combustion gas from the upper annular space above the top piston ring between the outer periphery of the piston top land and the inner periphery of the scavenging control valve towards the piston skirt can be prevented.
  • blow-by of combustion gas through the annular space above the top piston ring and through the scavenge openings to the piston skirt is prevented and as a result occurrence of piston ring sticking due to deposition of combustion gas residuum can be prevented, while maintaining high scavenging efficiency by securing large scavenge air passage area by arranging the scavenge openings in a plurality of stages in axial direction to obtain good engine performance.
  • the height H1 of the uppermost scavenge openings is determined to be smaller than the height H2 of the scavenge openings 4b of the lower stages (H1 ⁇ H2), leakage of combustion gas from the uppermost scavenge openings can be reduced.
  • the lower end of the thin wall part where the scavenge openings are formed of the scavenging control valve can be made to be a free end by providing the hydraulic drive means in the upper part of the scavenging control valve, downward force exerting on the scavenging control valve by downward travel of the piston does not work as compressing force to the scavenging control valve, thus, buckling deformation of the thinner cylindrical part of the scavenging control valve is prevented.
  • opening speed of the scavenging control valve to open the scavenging ports of the cylinder liner is increased, i.e. the speed of increasing the area communicating the scavenging ports of the external liner part to the scavenge openings of the scavenging control valve is increased in order to attain good scavenging by fresh air, but closing speed of the scavenging control valve is not so influential to engine performance.
  • the amount of working oil used to rotate the scavenging control valve is a product of the pressure receiving area of the actuator multiplied by the stroke (circumferential stroke), and power required to supply working oil is a product of working oil pressure multiplied by the amount of working oil, so the smaller the pressure receiving area of the actuator is and lower the working oil pressure supplied to the actuator is, the lesser the power to supply working oil to the actuator is.
  • the actuating area(pressure receiving area) of the drive side actuator 3a for moving the scavenging control valve in valve opening direction(drive direction) is made larger than the actuating area (pressure receiving area) of the drive side actuator for moving the scavenging control valve in valve closing direction(return direction), so target performance of the engine is attained by increasing opening speed of the scavenging ports by increased pressure receiving area of the drive side actuator, whereas the amount of working oil and power to supply working oil to the return side actuator is decreased by decreased pressure receiving area of the drive side actuator 3b.
  • overall efficiency of the engine can be increased.
  • the amount of energy needed to drive the scavenging control valve is a product of the amount multiplied by the pressure of the working oil supplied to the actuator, so the lower the working oil pressure is, the smaller the power required for supplying working oil is.
  • the pressure of the working oil supplied to the drive side actuator is made higher than that supplied to the return side actuator, so target performance of the engine is attained by increasing opening speed of the scavenging ports by increased pressure of working oil supplied to the drive side actuator, whereas power to supply working oil to the return side actuator is decreased by decreased pressure of working oil supplied to the return side actuator.
  • overall efficiency of the engine can be increased.
  • the scavenging ports of the cylinder liner are communicated to the scavenge openings of the scavenging control valve, and operation of the engine can be continued without being influenced by the malfunction of the electromagnetic valve.
  • FIG.1 is a sectional view along the cylinder center line of a large size two-cycle engine of the first-sixth embodiments of the present invention showing scavenging ports of the cylinder liner and scavenge openings of the scavenging control valve
  • FIG.2 is a sectional view along line B-B in FIG.1.
  • reference numeral 100 is a cylinder liner consisting of an upper liner part 100c and an external liner part 100d
  • 103 is a piston having piston rings 106 and reciprocating inside the upper liner part 100c and inside a scavenging control valve 1 mentioned later.
  • Reference numeral 105 is a scavenge air chamber.
  • Reference numeral 101 indicates a plurality of scavenge ports which are located in the lower part of the cylinder liner 100 at equal spacing along circumferential direction thereof.
  • the scavenge ports 101 are slanted radially in FIG.2, these ports are not limited to be formed radially slanted.
  • Reference numeral 1 is an annular-shaped scavenging control valve made of wear-resistant material for controlling opening and closing of the scavenging ports 101.
  • the scavenging control valve 1 is received in the external liner part 100d so that it is fitted rotatably in the inner surface 100a of the external liner part 100d.
  • the inner surface 100b of the scavenging control valve 1 is a surface along which the piston rings 106 of the piston slide.
  • Scavenge openings 4 of the scavenging control valve 1 are provided to the scavenging control valve 1 along circumferential direction thereof as shown in FIG.2, the Scavenge openings 4 being the same in number as that of the scavenging ports 101 of the external cylinder liner part 100d.
  • the scavenge openings 4 will be positioned as shown in FIG.2 to close the scavenging ports 101 fully at full closed position thereof, and positioned to coincide with the scavenging ports 101 of the external liner part 100d at full admission position thereof.
  • the present invention relates to improving the scavenging control valve constructed as mentioned above and relevant parts.
  • FIG.3 is a partial sectional view along the center line near the scavenge opening of the scavenging control valve of the first embodiment of the invention
  • FIG.4 is a partial sectional view as in FIG.3 of the first embodiment for explaining process of controlling opening and closing of scavenging ports.
  • the scavenge openings 4 arranged along the circumferential direction of the scavenging control valve 1 are provided in a plurality of stages(three stages in this example) along axial direction.
  • the height L1 of the scavenge openings 4 of each stage is smaller than the inside distance L2 between the top piston ring 106a and bottom piston ring 106d, i.e. L1 ⁇ L2.
  • Reference numerals 106b and 106c are the second and third piston ring respectively.
  • the scavenge openings 4 of the scavenging control valve 1 in a plurality of stages(three stages in this example) in axial direction and determining the height L1 of the scavenge openings of each stage to be smaller than the inside distance L2 between the top piston ring 106a and bottom piston ring 106d, i.e.
  • the combustion gas in the cylinder above the piston 103 can be prevented from blowing through the upper annular space 103a above the top piston ring and through the scavenge openings 4 to the skirt part of the piston and scavenge air chamber 105, while securing large area for scavenge air passage, for scavenge ports of adjacent stages are sealed each other by some of the piston rings 106 always irrespective of the position of the piston 103.
  • blow-by of combustion gas from the upper annular space 103a above the top piston ring through the scavenge openings 4 to the skirt part of the piston 103 and occurrence of sticking of piston rings 106 (106a-106d) due to deposition of combustion gas residuum on the piston rings can be prevented, while securing large scavenge air passage area by arranging the scavenge openings 4 in a plurality of stages in axial direction for maintaining high scavenging efficiency to obtain good engine performance.
  • FIG.5A is a partial sectional view of the second embodiment of the invention along line B-B in FIG.1, and FIG.5B is a sectional view along line C-C in FIG.5A.
  • height H1 of uppermost scavenge openings 4a is smaller than height H2 of the other scavenge openings 4b of stages below the uppermost stage of scavenge openings 4a, i.e. H1 ⁇ H2.
  • reference numeral 103 is a piston, and 200 is the center of the cylinder.
  • the second embodiment by determining the height H1 of the uppermost scavenge openings 4a to be smaller than the height H2 of the scavenge openings 4b of the lower stages, leakage of combustion gas through the clearance between the inner surface of the external liner part 100d and the outer surface of the scavenging control valve 1 can be reduced when the piston 103 travels downwards and the scavenge openings 4a begin to be opened by the top piston ring 106a.
  • FIG.6 is a sectional view of the third embodiment of the invention along line A-A in FIG.1, and FIG.7A is an enlarged detail in part of FIG.6 showing the third embodiment.
  • a pressure chamber which functions as a drive side actuator 3a and a pressure chamber which acts as a return side actuator 3b are provided respectively in each space 100b2 formed between adjacent arcuate parts of three arcuate parts protruding from and extending along the outer periphery of the scavenging control valve 1, in other words, at the both end sides of each arcuate part 100b1 at spacing of 60°.
  • the scavenging control valve 1 can be rotated in both directions by allowing working oil to be introduced through drive side entrance/exit openings 100e and discharged through return side entrance/exit openings 100f to and from the pressure chambers by means of electromagnetic valves.
  • the drive side entrance/exit opening 100e is opening into the pressure chamber which functions as the drive side actuator 3b provided at the drive side end of the arcuate parts 100b1 and the return side entrance/exit openings 100f is opening into the pressure chamber which functions as the return side actuator 3b provided at the return side end of the arcuate parts 100b1, the openings 100e and 100f are connected to an electromagnetic valve respectively not shown in the drawings, and working oil is introduced or discharged to or from the driving side actuator 3a and return side actuator 3b by switching the electromagnetic valves.
  • the scavenging control valve 1 When working oil is supplied to the actuator 3a through the drive side entrance/exit openings 100e, the scavenging control valve 1 is rotated in the direction indicated by an arrow M and the scavenge openings 4 are communicated to the scavenging ports 101 of the cylinder liner 100d, that is, the scavenging control valve 1 opens the scavenging ports 101.
  • the scavenging ports 101 of the cylinder liner 100d are shut by the scavenging control valve 1, that is, the scavenging control valve 1 closes the scavenging ports 101.
  • the end parts of the drive side actuator 3a and return side actuator 3b are formed to have stepped parts so that pressure receiving area of the actuators can be changed.
  • FIG.7B is an enlarged detail of another embodiment of the third embodiment showing the construction of actuating part to rotate the scavenging control valve.
  • a pressure chamber which functions as a drive side actuator 3a is formed between a protrusion 100c1 of the cylinder liner 100d protruding from the inner periphery of the cylinder liner 100d and the drive side end of an arcuate part 100b1 protruding from and extending along the outer periphery of the scavenging control valve 1, and a pressure chamber which functions as a return side actuator 3b is formed between a protrusion 100c2 of the cylinder liner 100d protruding from the inner periphery of the cylinder liner 100d and the return side end of the arcuate part 100b1.
  • a plurality of drive side actuators and corresponding return side actuators may be provided.
  • the inside diameter D1 of the protrusion 100c1 is larger than the inside diameter D2 of the protrusion 100c2.
  • the scavenging control valve 1 is rotated in both directions by introducing working oil to the pressure chamber of the drive side actuator 3a and that of the return side actuator 3b respectively. When the scavenging control valve rotates, it slides on the inside diametral surface of the protrusion 100c1 in the drive side and slides on the inside diametral surface of the protrusion 100c2 in the return side.
  • FIG.7B rotation position of the scavenging control valve 1 when it has opened the scavenging ports 101 is shown by solid line and when it has closed the scavenging ports 101 is shown by chain line.
  • pressure receiving area A1 of the drive side actuator 3a is larger than the pressure receiving area A2 of the return side actuator 3b.
  • the scavenging control valve 1 When working oil is supplied by controlling the electromagnetic valves to the drive side actuator 3a through the drive side entrance/exit opening 100e and at the same time working oil in the return side actuator 3b is drained through the return side entrance/exit opening 100f, the scavenging control valve 1 is rotated by the drive side actuator 3a in the direction indicated by arrow M in the drawings, and the scavenge openings 4 are communicated to the scavenging ports 101 (see FIG. 1) of the external liner part 100d, that is, the scavenging control valve 1 opens the scavenging ports.
  • the scavenging control valve 1 When working oil is supplied by controlling the electromagnetic valves to the return side actuator 3b through the return side entrance/exit opening 100f and at the same time working oil in the drive side actuator 3a is drained through the drive side entrance/exit opening 100e, the scavenging control valve 1 is rotated by the return side actuator 3b in the direction opposite to the arrow M in the drawings, and the communication of the scavenge openings 4 to the scavenging ports 101 of the external liner part 100d is shut, that is, the scavenging control valve 1 closes the scavenging ports.
  • the actuators are composed such that the actuation area(pressure receiving area) A1 of the drive side actuator 3a is larger than the actuation area(pressure receiving area) A2 of the return side actuator 3b, i.e. A1> A2.
  • opening speed of the scavenging control valve 1 to open the scavenging ports of the cylinder liner is increased, i.e. the speed of increasing the area communicating the scavenging ports 101 of the external liner part 100 to the scavenge openings 4 of the scavenging control valve 4 is increased in order to attain good scavenging by fresh air, but closing speed of the scavenging control valve 1 is not so influential to engine performance.
  • the amount of working oil used to rotate the scavenging control valve 1 is a product of the pressure receiving area of the actuator member multiplied by the stroke(circumferential stroke), so the smaller the pressure receiving area of the actuator is, the lesser the amount of working oil is. Therefore, energy to supply working oil can be reduced by reducing the pressure receiving area of the actuator.
  • the actuating area(pressure receiving area) A1 of the drive side actuator 3a for moving the scavenging control valve 1 in valve opening direction is made larger than the actuating area (pressure receiving area) A2 of the drive side actuator 3b for moving the scavenging control valve 1 in valve closing direction, so target performance of the engine is attained by increasing opening speed of the scavenging ports by increased pressure receiving area of the drive side actuator 3a, whereas the amount of working oil and power to supply working oil to the return side actuator is decreased by decreased pressure receiving area of the drive side actuator 3b.
  • overall efficiency of the engine can be increased.
  • the amount of energy needed to drive the scavenging control valve 1 is a product of the amount multiplied by the pressure of the working oil supplied to the actuator, so the lower the working oil pressure is, the smaller the power required for supplying working oil is.
  • the pressure of the working oil supplied to the drive side actuator 3a is made higher than that supplied to the return side actuator 3b, so target performance of the engine is attained by increasing opening speed of the scavenging ports by increased pressure of working oil supplied to the drive side actuator 3a, whereas power to supply working oil to the return side actuator 3b is decreased by decreased pressure of working oil supplied to the return side actuator 3b.
  • overall efficiency of the engine can be increased.
  • FIG.8 is a partial sectional view of the forth embodiment of the invention along line A-A in FIG. 1.
  • an electromagnetic valve 5 provided for switching supply of working oil to the drive side actuator 3a and the return side actuator 3b is composed such that the scavenging control valve 1 is kept at the rotation position with which the scavenging ports 101 of the cylinder liner 100 are communicated to the scavenge opening 4 when the electromagnetic valve 5 does not actuate.
  • Reference numeral 100e is a drive side entrance/exit opening of working oil
  • 100f is a return side entrance/exit opening of working oil.
  • the scavenging control valve 1 is remained at a position to allow communication of the scavenge openings 4 to the scavenging ports 101 even when malfunction occurs in the electromagnetic valve 5, and operation of the engine can be continued without being influenced by the malfunction of the electromagnetic valve 5.
  • FIG.9 is a partial sectional view of the fifth embodiment of the invention along line A-A in FIG.1.
  • an electromagnetic valve 51 is provided which allows working oil to be supplied to the drive side actuator 3a when the electromagnetic valve 51 does not actuate, and a spring 11 is provided in stead of the return side actuator 3b, so that the scavenging control valve 1 will be positioned at a position at which the force by the drive side actuator 3a and force by the spring 11 balance with each other.
  • the scavenging control valve 1 can be remained at a position to allow communication of the scavenge openings 4 to the scavenging ports 101.
  • the upper part of the scavenging control valve 1 is composed as a driving part 100f as shown in FIG.1 and FIGS.6-7, and a hydraulic drive means consisting of the drive side actuator 3a and return side actuator 3b is provided in the driving part 100f.
  • the drive part 100f by providing the hydraulic drive means in the drive part 100f in the upper part of the scavenging control valve 1, the drive part 100f being formed preferably greater in wall thickness than the part where the scavenge openings 4 are formed, the drive part 100f is increased in rigidity and the lower end of the scavenging control valve can be made to be a free end, so downward force exerting on the scavenging control valve by downward travel of the piston does not work as compressing force to the scavenging control valve, thus, backling deformation of the thinner cylindrical part of the scavenging control valve is prevented.
  • an internal combustion engine equipped with a scavenging control valve device in which blow-by of combustion gas from the upper annular space above the top piston ring to the scavenging ports is prevented, by which reduction in engine performance due to deposition of combustion gas residuum to the scavenge openings and occurrence of piston ring sticking due to deposition of combustion gas residuum to the piston rings can be prevented, and further the amount of working oil to drive the scavenging control valve can be reduced resulting in decreased energy loss for pressurizing the working oil.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Valve Device For Special Equipments (AREA)
  • Cylinder Crankcases Of Internal Combustion Engines (AREA)
EP06124274A 2005-11-18 2006-11-17 Moteur à combustion interne ayant un dispositif de commande d'une soupape de balayage Withdrawn EP1788218A3 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP2005333970A JP4395474B2 (ja) 2005-11-18 2005-11-18 掃気管制弁装置を備えた内燃機関

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EP1788218A2 true EP1788218A2 (fr) 2007-05-23
EP1788218A3 EP1788218A3 (fr) 2012-07-25

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JP (1) JP4395474B2 (fr)
KR (1) KR100777949B1 (fr)
CN (1) CN100491707C (fr)

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DE102015005316A1 (de) * 2015-04-27 2016-10-27 Thai Thanh An Ventilvorrichtung mit langsam drehenden Drehventilen für Verbrennungsmotoren
US10371042B2 (en) 2014-10-30 2019-08-06 Ihi Corporation Uniflow scavenging two-cycle engine

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Publication number Priority date Publication date Assignee Title
DK179051B1 (en) * 2012-01-30 2017-09-18 Man Diesel & Turbo Filial Af Man Diesel & Turbo Se Tyskland Large two-stroke engine, inlet valve and cylinder liner

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KR20070053150A (ko) 2007-05-23
JP4395474B2 (ja) 2010-01-06
CN1982669A (zh) 2007-06-20
KR100777949B1 (ko) 2007-11-21
JP2007138834A (ja) 2007-06-07
EP1788218A3 (fr) 2012-07-25
CN100491707C (zh) 2009-05-27

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