GB2082676A - Two-stroke crankcase compression engine with adjustable transfer and exhaust valve timing - Google Patents

Two-stroke crankcase compression engine with adjustable transfer and exhaust valve timing Download PDF

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Publication number
GB2082676A
GB2082676A GB8125579A GB8125579A GB2082676A GB 2082676 A GB2082676 A GB 2082676A GB 8125579 A GB8125579 A GB 8125579A GB 8125579 A GB8125579 A GB 8125579A GB 2082676 A GB2082676 A GB 2082676A
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United Kingdom
Prior art keywords
engine
closing
valves
opening
transfer
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Application number
GB8125579A
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Publication of GB2082676A publication Critical patent/GB2082676A/en
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/028—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation for two-stroke engines
    • F02D13/0284—Variable control of exhaust valves only
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/36—Valve-gear or valve arrangements, e.g. lift-valve gear peculiar to machines or engines of specific type other than four-stroke cycle
    • F01L1/38—Valve-gear or valve arrangements, e.g. lift-valve gear peculiar to machines or engines of specific type other than four-stroke cycle for engines with other than four-stroke cycle, e.g. with two-stroke cycle
    • 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
    • F02B25/06—Engines having ports both in cylinder head and in cylinder wall near bottom of piston stroke the cylinder-head ports being controlled by working pistons, e.g. by sleeve-shaped extensions thereof
    • 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
    • F02B41/00—Engines characterised by special means for improving conversion of heat or pressure energy into mechanical power
    • F02B41/02—Engines with prolonged expansion
    • F02B41/04—Engines with prolonged expansion in main cylinders
    • 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
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Valve Device For Special Equipments (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Valve-Gear Or Valve Arrangements (AREA)

Abstract

The timing of the valve 10 controlling charge transfer from the crankcase to the cylinder and of the exhaust valve 11 is adjustable to maintain the engine power output with changing altitude. The piston controls a crankcase inlet port 7 and cylinder exhaust ports (14'), Fig. 4 (not shown). Mechanisms for valve timing adjustment are described, Figs. 6 and 7 (not shown). <IMAGE>

Description

SPECIFICATION Two-stroke heat engine with pump housing with prolonged power stroke and variable compression volume The present invention relates to a two-stroke heat engine with pump housing with prolonged power stroke and variable compression volume.
Some known heat engines are so designed that their consumption is very high if one wishes to obtain improved power from the engine.
It is an object of the present invention to produce variable compression heat engines which are designed to mitigate the changes of pressure with altitude and do not lose power with increasing altitude.
Another object of the present invention is to produce an economical engine capable of functioning at different altitudes.
To this end, the invention relates to a heat engine with prolonged expansion or power stroke, characterised in that it comprises a control device for controlling the opening and closing of the transfer valves and exhaust or intake valves according to the atmospheric pressure so as to maintain the engine power at altitudes, the openings of the transfer, exhaust and intake valves being determined by the velocity which is desired to be obtained.
According to another feature of the invention, the movement of the piston determines the opening and closing of the intake port of the cylinder at approximately 450 before and after the upper dead point of the operating cycle of the engine, opening and closing of the transfer port of the cylinder at approximately 500 to 550 before and after the lower dead point of the operating cycle of the engine, and opening and closing of the exhaust port approximately 250 before and after the lower dead point of the operating cycle of the engine.
According to another characteristic of the invention, the cylinder is provided with fixed orifices, the opening and closing of which are controlled by the movement of the piston which determines in a combined manner the opening of the exhaust valves at 0 to 300 before the lower dead point of the operating cycle of the engine and their closing at 650 to 900 after the lower dead point, while closing of the transfer valves is effected at around 800 to 1100 after the lower dead point, the valves being controlled in such a manner that variable compression volumes may be obtained.
According to another feature of the invention, the engine has at least two cylinders arranged opposite each other to produce simultaneous operating cycles so that a supplementary output can be obtained.
According to another feature of the invention, the control device producing a variable compression consists of a cam shaft which is in advance of the rotation of the engine shaft by about 10 to control opening and closing of the intake and exhaust valves.
Lastly, according to yet another feature of the invention, the control device comprises a cam device in addition to the cam shaft for controlling and closing in a variable manner the intake valve for air or mixture, this additional cam device consisting of a bent arm mounted to rotate on a fixed shaft and acting on the control of the intake or transfer valves by advancing or retarding them by way of a pushrod cooperating with a cam shaft to hasten or delay closing of the valves and provide a larger variable compression volume.
The present invention will be better understood with the aid of an embodiment of the engine according to the invention represented schematically by way of non-limiting example on the attached drawings, in which Figure 1 A is a diagram illustrating opening and closing of the pump housing of a two-stroke engine, Figure 1 B is a diagram illustrating opening and closing of the exhaust and transfer valves of a two-stroke engine, Figure 2 is a side view partially in section of a pump housing of a two-stroke engine in a position in which it is opened by the piston, Figure 3 is a side view partially in section of a pump housing according to Figure 2 above in an intermediate position, Figure 4 is a side view partially in section of the pump housing according to Figure 2 above with the intake port in the closed position and the transfer and exhaust port in the open position, Figure 5 is a front view partially in section of a two-stroke engine with prolonged power stroke, variable compression, and cylinders situated opposite each other, Figure 6 is a side view partially in section of the device for controlling rotation of the cam shaft of a two-stroke engine according to the invention, Figure 7 is a side view partially in section of a device which is complementary to the control device of the two-stroke engine according to the invention.
The diagram of Figure 1 A represents the rotation in the direction of the arrow I of the crankshaft of the two-stroke engine with pump housing and prolonged expansion or power stroke according to the invention.
In this diagram, the piston movement of the pump housing described in more detail hereinafter determines the opening at A and closing at C of the intake port of the pump housing over an angle of 450 before and after the upper dead point denoted by PMH of the operating cycle of the engine.
The movement of the piston also determines opening D and closing G of the port for transfer to the cylinder over an angle of 50 to 550 before and after the lower dead point denoted by PMB of the operating cycle of the engine.
Lastly, the movement of the piston determines the opening E and closing F of the exhaust port over an angle of approximately 250 before and after the lower dead point denoted by PMB of the operating cycle of the engine.
The diagram of Figure 1 B represents opening and closing of the exhaust valves and transfer valves which may vary according to the atmospheric pressure.
This diagram illustrates in particular the rotation of the crankshaft in the direction of arrow J. When the crankshaft rotates, the movement of the cams determines the opening K of the exhaust valves over a range of O to 300 before the lower dead point denoted by PMB of the operating cycle of the engine and closing N over a range of 60 to 1000 after the lower dead point denoted by PMB of the operating cycle of the engine, which are variable.
According to this diagram, the cam movement also determines closure L of the transfer valves from 90 to 1200 after the lower dead point PMB of the operating cycle of the engine, opening of the transfer valves taking place at the point 0 and according to the control device (Fig. 8).
In Figure 2, the pump housing 1 comprises a cylinder 2 in which slides a piston 3 controlled by a connecting rod 4 attached to the crankshaft 5.
The cylinder is provided with an intake member 6 for supplying air or a mixture.
In this Figure, the piston 3 is in the upper opening position and more particularly at the point corresponding to the upper dead point PMH of the diagrams described above. At this upper position, the mixture enters the pump housing through the intake orifice 7. The mixture is precompressed in the housing 8, and the transfer pipe 9 extends from the base of the cylinder to end at the transfer valve 10 arranged beside the exhaust valve 11 from where the exhaust manifolds 12 and 1 3 enable the end of combustion gas to be discharged.
In this particular position, and as may be seen from Figures 1 A and 1 B above, intake takes place through the orifice 7 at 450 before and after the upper dead point PMH of an operating cycle of the engine shaft. The exhaust ports of the cylinder, not shown in this Figure, are also closed in this position.
In Figure 3, the piston 3 of the pump housing 1 is in an intermediate position. In this position, the intake orifice 7 is closed as are also the transfer port 14 and the exhaust ports (not shown) of the cylinder. The volume of mixture compressed in chamber 1 5 corresponds to the volume represented on the diagram of Figure 1 B by the sector bounded by the references L and PMH (L = closing of transfer valves 10, PMH = upper dead point).
In this particular embodiment, devices such as a volumetric chamber 1 6 are provided for channelling the transfer, and a retaining valve 17 in the transfer manifold 9. These elements 1 6 and 17 may be controlled so as to compensate for the atmospheric pressure as a function of the altitude.
They are optional and are used for engines constructed and used at a predetermined altitude.
In Figure 4, the pump housing 1 of the twostroke engine is shown with the piston 3 in its lowest position in the cylinder. This position corresponds to the lower dead point PMB. In this particular position, the intake orifice 7 is closed while the exhaust ports 5 in the cylinder are open.
The transfer port 14 is also open, allowing the mixture to flow to the transfer valves 10. The volume of the chamber 1 8 corresponds to the cycle of prolonged expansion or power stroke corresponding to Figure 1 B above, the sector of the upper dead point PMH at the point K corresponding to opening of the exhaust valves extending over 5 to 100 before the lower dead point PMB ofthe operating cycle of the engine.
In Figure 5, the engine 20 has a common pump housing, that is to say for the two cylinders 21 facing each other and producing a simultaneous operating cycle so that a supplementary output is obtained for the two-stroke engine with prolonged power stroke and variable compression.
This Figure, like the previous Figures, shows the crankshaft 5 with cam 22. A piston 23 is slidable in each cylinder 21. Intake is by way of the orifices 24 connected with the carburettor 25 and filter 26 by a pipe or manifold 27. Each cylinder also has a transfer pipe 28 cooperating with the transfer orifice 29 and opening at the transfer valve 30 and the compression chamber.
The pump housing 20 with two opposite cylinders functions in the same manner as that described with reference to Figures 1 to 4 above.
The advantageous arrangement of the cylinders opposite each other enables both cylinders to go through an operating cycle simultaneously. This reduces the load on the bearings of the crankshaft 5 so that there is less friction and an additional yield is obtained. The advantages are also applicable to engines supplied by a pump with variable transmission ratio and engines mounted in star-shaped fashion Operating at two opposite cylinders simultaneously, particularly for aviation.
In Figure 6, the control device 41 controls opening and closing of the transfer valves. The device comprises a cam shaft 42 with high pitch screw 43, and one end of the shaft 42 has a rotatable ball bearing stop 44. This movable stop 44 cooperates with a fixed stop 45 connected to the control rod 46 by a lever 47.
According to the particular embodiment, the cam shaft is advanced by a value of about 100 in relation to the rotation of the engine shaft. The greater this advance of the cam shaft 42, the sooner will the intake valves of the engine cylinder close, and hence compression will be variable.
In Figure 7, the cam device 50 is supplementary to the cam shaft 42 of the installation 41 described above. This cam device 50 provides for variable control of closing of the transfer valve. The device 50 consists of a bent arm 51 mounted to rotate on a fixed shaft 52. The arm 51 is extended into an abutment 53 which is capable of a movement of translation in the direction of the arrows G so that it cooperates with varying degrees of rapidity with the cam shaft 54 properly speaking. A pushrod 55 acts on the abutment 53. This pushrod is connected to the transfer valve 56 by way of a rocker arm 57. The exhaust valve 58 is arranged beside the transfer valve 56. The pushrod 55, by its up-and-down movement, acts on the control of the transfer valves by way of the abutment 53 cooperating with the cam shaft 54, and thus advances or retards the opening and closing of the transfer valve.
This cam shaft arrangement provides for a variable intake volume into the cylinder for operation of the engine at altitudes. The compression pressure of the cylinders is thus maintained in these engines with prolonged expansion or power stroke according to the present invention.
The control device 41 and cam device 50 enable an identical engine power to be obtained at altitude while maintaining a low fuel consumption.

Claims (7)

1. Two-stroke heat engine with pump housing with prolonged expansion and variable compression volume, characterised in that it comprises a control device (1, 41, 50) for controlling the transfer valves (10) and exhaust valves (11, 58), controlling the opening and closing of these valves according to the atmospheric pressure in order to maintain the engine power at altitudes.
2. Engine according to claim 1 of the twostroke type comprising a pump housing (1) consisting of a cylinder (2) in which is slidably arranged a piston (3) controlled by a connecting rod (4) connected to a crankshaft (5), which engine is characterised in that the movement of the piston (3) determines the opening and closing of the intake port (7) of the cylinder (2) at about 450 before and after the upper dead point(PMH) of the operating cycle of the engine, opening and closing of the transfer port (14) of the cylinder (2) about 50 to 550 before and after the lower dead point (PMB) of the operating cycle of the engine, and opening and closing of the exhaust port (14') about 250 before and after the lower dead point (PMB) of the operating cycle of the engine.
3. Engine according to the preceding claims 1 and 2, characterised in that the cylinder (2) is provided with fixed orifices (14') the opening and closing of which orifices is controlled by the movement of the piston (3) determining in a combined fashion the opening of the exhaust valves (11) between 0 and 300 before the lower dead point (PMB) of the operating cycle of the engine and closing between 600 and 1000 after the lower dead point (PMB), closing of the transfer valves (10) taking place at about 90 to 1200 after the lower dead point (PMB), the valves being adjustable to provide variable volumes to be compressed.
4. Engine according to any one of claims 2 and 3, characterised in that it comprises at least two cylinders (21) arranged opposite each other producing a simultaneous operating cycle for obtaining an additional output.
5. Engine according to claim 4, characterised in that the cylinders are arranged opposite each other according to a star-shaped configuration.
6. Engine according to claim 1 of the twostroke type, characterised in that the control device (41) determining the variable compression volume consists of a cam shaft (42) which is advanced by about 300 over the rotation of the engine shaft so as to control opening and closing of the transfer valves (56) and exhaust valves (58).
7. Engine according to claim 5, characterised in that the control device comprises a cam device (50) which is complementary to the cam shaft for controlling the variable closing of the transfer valve (10) transferring air or mixture, this additional cam device consisting of a bent arm (51) mounted to rotate on a fixed shaft (52) and acting on the control of the transfer valves (10) by way of a pushrod (55) cooperating with a cam shaft (54) to advance or delay closing of the valves and provide a larger variable volume for compression.
GB8125579A 1980-08-28 1981-08-21 Two-stroke crankcase compression engine with adjustable transfer and exhaust valve timing Withdrawn GB2082676A (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
FR8018719A FR2489413A1 (en) 1980-08-28 1980-08-28 THERMAL MOTOR WITH PROLONGED RELIEF, COMPRESSION REALIZABLE

Publications (1)

Publication Number Publication Date
GB2082676A true GB2082676A (en) 1982-03-10

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Family Applications (1)

Application Number Title Priority Date Filing Date
GB8125579A Withdrawn GB2082676A (en) 1980-08-28 1981-08-21 Two-stroke crankcase compression engine with adjustable transfer and exhaust valve timing

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DE (1) DE3133921A1 (en)
FR (1) FR2489413A1 (en)
GB (1) GB2082676A (en)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2581422A1 (en) * 1985-05-03 1986-11-07 Morosini Flavio TWO-STROKE ENGINE WITH CONTROLLED VALVES
FR2589518A1 (en) * 1985-11-06 1987-05-07 Melchior Jean IMPROVEMENTS ON TWO-STROKE INTERNAL COMBUSTION ENGINES AND METHOD OF IMPLEMENTING
US4864979A (en) * 1987-05-25 1989-09-12 Karl Eickmann Combustion engine
CN113393964A (en) * 2021-06-25 2021-09-14 江苏亨通线缆科技有限公司 High-flame-retardant anti-cracking track traffic signal cable

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3231503A1 (en) * 1982-08-25 1984-03-01 Paulat, Erwin, 6728 Germersheim Two-stroke internal combustion engine
DE19829430A1 (en) * 1998-07-01 2000-01-05 Horst Ruediger Two-stroke diesel engine

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB812303A (en) * 1956-10-31 1959-04-22 Frederic Barnes Waldron Improvements in valve operating mechanism for internal combustion engines
DE156684C (en) *
CA25244A (en) * 1886-10-27 John S. Judson Dumping waggon
FR498293A (en) * 1918-08-21 1920-01-07 Frederic Guillierme Improvements made to internal combustion engines and their application to aeronautics
FR554347A (en) * 1922-07-22 1923-06-08 Device for varying the compression in internal combustion engines
FR685312A (en) * 1929-11-21 1930-07-09 Internal combustion engine
FR971641A (en) * 1940-03-27 1951-01-19 M Le Ministre De L Air Improvements to cam drives, and in particular to internal combustion engine and other valve drives
FR1087537A (en) * 1952-09-23 1955-02-24 Spark ignition engine
FR1109466A (en) * 1953-07-24 1956-01-30 Improvements to four-stroke internal combustion engines
US3730150A (en) * 1971-10-20 1973-05-01 S Codner Method and apparatus for control of valve operation
GB1522405A (en) * 1976-04-02 1978-08-23 Mitchell S Valve timing mechanisms

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2581422A1 (en) * 1985-05-03 1986-11-07 Morosini Flavio TWO-STROKE ENGINE WITH CONTROLLED VALVES
WO1986006789A1 (en) * 1985-05-03 1986-11-20 Flavio Morosini Two-stroke engine with controlled valves
FR2589518A1 (en) * 1985-11-06 1987-05-07 Melchior Jean IMPROVEMENTS ON TWO-STROKE INTERNAL COMBUSTION ENGINES AND METHOD OF IMPLEMENTING
WO1987003043A1 (en) * 1985-11-06 1987-05-21 Melchior Jean F Improvement to two stroke internal combustion engines and implementation method
EP0384492A2 (en) * 1985-11-06 1990-08-29 Jean Frédéric Melchior Control process for two-stroke internal-combustion engines
EP0384492A3 (en) * 1985-11-06 1990-09-26 Jean Frederic Melchior Control process for two-stroke internal-combustion engines
US4864979A (en) * 1987-05-25 1989-09-12 Karl Eickmann Combustion engine
CN113393964A (en) * 2021-06-25 2021-09-14 江苏亨通线缆科技有限公司 High-flame-retardant anti-cracking track traffic signal cable

Also Published As

Publication number Publication date
FR2489413A1 (en) 1982-03-05
DE3133921A1 (en) 1982-05-27

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