GB2452695A - Forced induction two stroke engine - Google Patents

Forced induction two stroke engine Download PDF

Info

Publication number
GB2452695A
GB2452695A GB0715009A GB0715009A GB2452695A GB 2452695 A GB2452695 A GB 2452695A GB 0715009 A GB0715009 A GB 0715009A GB 0715009 A GB0715009 A GB 0715009A GB 2452695 A GB2452695 A GB 2452695A
Authority
GB
United Kingdom
Prior art keywords
stroke
engine
fuel
cylinder
crankcase
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Withdrawn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
GB0715009A
Other versions
GB0715009D0 (en
Inventor
William Francis Molloy
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
Application filed by Individual filed Critical Individual
Priority to GB0715009A priority Critical patent/GB2452695A/en
Publication of GB0715009D0 publication Critical patent/GB0715009D0/en
Publication of GB2452695A publication Critical patent/GB2452695A/en
Withdrawn legal-status Critical Current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
    • 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
    • F02B25/145—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 with intake and exhaust valves exclusively in the cylinder head
    • 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
    • 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
    • F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details 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
    • F02B33/00—Engines characterised by provision of pumps for charging or scavenging
    • F02B33/32—Engines with pumps other than of reciprocating-piston type
    • F02B33/34—Engines with pumps other than of reciprocating-piston type with rotary pumps
    • F02B33/36—Engines with pumps other than of reciprocating-piston type with rotary pumps of positive-displacement type
    • 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
    • F02B33/32—Engines with pumps other than of reciprocating-piston type
    • F02B33/34—Engines with pumps other than of reciprocating-piston type with rotary pumps
    • F02B33/40—Engines with pumps other than of reciprocating-piston type with rotary pumps of non-positive-displacement type
    • 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
    • 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

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Lubrication Of Internal Combustion Engines (AREA)

Abstract

A permanently attached compressor unit such as a supercharger or turbocharger provides fresh air under pressure to the cylinder for the purpose of charging the cylinder at bottom dead centre (BDC) and simultaneously expelling burnt gas. Fuel is supplied preferably by direct injection. The engine can employ moving valves of the kind used in most four stroke engines, allowing infinite aspiration control, unlike conventional two strokes, where static port valving generally has to be used. The engine has the superior power of a two stroke over a four stroke design, but has none of the classic problems associated with conventional two stroke engines and has no pressurised crankcase.

Description

The Force Induction Two stroke Engine Principle.
rhis design concept applies to piston engines, vented either by moving valves, i.e. raised & lowered by a camshaft & springs or static ports, concealed & exposed by the engine piston Fhe premier choice however, is a moving valve type, since the opening duration & crossover point, when both valves are open simultaneously may be infinitely ad$usted h the alteratcm of cain lobes.
A ptfcrabie reason to use a moving valve configuration is that uneven piston ring wear & piston burning occurs on static port engines due to the edges of the piston rings being coxistantly drawn across the port holes in the cylinder wall.
this engine is adaptable for any fuel type, where spark ignition is essential, & also compression -ignition fuels, i.e. Diesel.
Conventional two stroke engines rely on the crankcase being a perfectly sealed unit, in order that a fuellair/oil mixture can be drawn into it by the upward motion of the piston & subsequently transferred from it to the upper cylinder by the downward motion. in this case it is a depression & compression chamber The Force Induction Two Stroke requires no such chamber at all.
The advantage of a two stroke engine over a four stroke type is well known. Quite simply, a two stroke provides more power, since it has two less idle strokes (upward & downward motions of the piston) in it' s cycle. Fundamentally, a four stroke engine's piston has to travel up & down four times, whereas the piston in a two stroke only has to travel up & down twice to deliver an equivalent amount of power.
Two stroke engines have not been more widely used however, since the conventional type has many inherent faults & disadvantages.
This is a list of problems associated with regular two stroke engines: Oil burning & pollution: A conventional two stroke engine requires a small amount of lubricating oil to be added to the fuel/air mixture, in order to lubricate it' s bearings & cylinder wall. This oil has to be burnt along with the combustible gas & is expelled with same, causing smoke & a nauseous aroma, Spark plug fouling: This is also a result of oil burning. It impedes the engine's performance & can also prevent the engine from working at all.
Waste of unused fuel.
A conventional two stroke design has the burnt gas being forced from the cylinder by the fresh mixture under pressure from the crankcase via an internal port system. In this situation, there is a point where inevitably some of the new mixture is expelled & lost with the old, into the exhaust system.
Not only is fuel being wasted in this case, the unburned oil in the expelled gas causes blocking of thc exIiaut system, damage to catalytic devices & increased odour.
Problems regarding crankcase seals: A conventional two stroke engine relies particularly upon its crankcase being perfectly sealed. the very slightest air gap will cause it to miss. function or not work at all, Limitations on useable bearing types: Since the engine beanngs main, big & small end cain not be pressui-fed on a conventional two stroke, ball or roller race types usually have to be used. which are not as robust as shell types.
Uneven idling: Conventional two stroke engines stiffer from poor or erratic firing on tick-over' known as: "Eight -Stroking".
Wasted energy: A conventional two stroke uses a little of its' own power inducting & expelling the new charge.
The concept of the force induction two -stroke engine is such that all of the above mentioned problems & deficiencies are eradicated.
As mentioned above, a regular two stroke engine is charged & cleansed by a pressurised air/fuel & lubricant mixture from its own crankcase. The force induction two stroke engine's air intake is constantly & permanently pressure-fed via an external compressor device, a turbocharger driven by exhaust gas, or a positively driven supercharger.
Only air is fed through the inlet valve. Fuel is injected later, at the appropriate time.
Exhaust gases in a conventional two stroke are driven from the cylinder by the fresh air/fuel/oil mixture, & as previously stated, with the loss of some of that new mixture.
Hence, with the force induction two-stroke principle, at the point where both inlet & exhaust valves are open simultaneously, the cylinder is flushed & filled with only fresh air.
The force induction two-stroke has all the advantages of a four stroke engine, with the superior power of a two-stroke, but with the elimination of problems associated As a two -stroke engine, the force induction two-stroke is superior to conventional two -strokes, as it has the option of employing moving valves, making the venting period infinitely variable.
Whereas a carburettecj version of the force induction two-stroke is feasible, the carburettor being in sequence immediately prior to the charger unit, with spark ignition variations, a fuel directly injected to cylinder system is recommended.
The usage of a carburettor would cause unburned fuel loss, as with a regular two stioke, howcvei without causing smoke in the exhaust, since there is no oil in the fuel.
A significant benefit of this concept is that engine bearings may he pressure fed, & shell type bearings can be used.
ftc Force induction Iwo Stroke principle, is an engine, spark oi compression ignition, which operates as a two-stroke, does not rely on crankcase pressure for any reason & which has a permanent pressurised air-feed, from an external charger unit to ft's ntakc viIv The Force Induction Two Stroke Pnnciple, The Force Induction Two Stroke Engine Principle.
Accompanying sheet: Diagram 1 The force induction two stroke engine. With moving valves Shown with turbocharger. Supercharger optional.
At bottom dead centre. Both valves open.
Clean air from turbocharger displacing hurn ga and at thL d1flL int, eLharging cylinder prey compression stroke * .** * S * . S... * . . *. S
S S.. S... * S S S. S *
*5*SSS The Force Induction Two Stroke Engine Principle.
Accompanying sheet. Diagram 2 !he force induction two stroke engine. With classic static ports.
Shown with turbocharger. Supercharger optional.
Static port engine at bottom dead centre I. * * * S.. 5.. * e **i. *.., * S S *5 *
S 5. *.* * ** SS *
S
*S...* S *

Claims (1)

  1. Claims.
    The Force Induction Two Stroke Engine Principle.
    This is a piston engine which operates on the two stroke k)rmat and can employ either moving valves (preferred) or static port valves.
    Virtually all problems associated with conventional two stroke engines are eliminated Here are a list of these Reliance on a sealed crankcase Oil burning & pollution.
    Spark plug fouling on spark ignition engines Waste of unsed fuel.
    Limitation of useable bearing types.
    iJneveii idling.
    Wasted energy, that being force spent used to induct & expel new & burnt charges.
    This engine is adaptable for spark ignition dependant fuels ie: Petrol, or compression ignited fuels, Diesel, light oil etc' Fundamentally, this engine employs a compressor unit permanently attached, either a supercharger or turbocharger which feeds only fresh air under pressure to the intake valve, charging the cylinder at bottom dead centre with fresh air whilst simultaneously expelling burnt gas through the exhaust valve.
    Whereas it would be feasible to utilise a carburettor, situated prior to the charger unit, (this would revive the problem of wasted unburnt fuel) a direct fuel injection system is heavily favoured.
    i.. This two stroke engine has no need of a pressurised crankcase or any porting to * transfer fuellair mixture internally & does not require any lubricating oil to be mixed with fuel as in conventional two stroke designs. **, * . . I* I S... S...
GB0715009A 2007-08-02 2007-08-02 Forced induction two stroke engine Withdrawn GB2452695A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
GB0715009A GB2452695A (en) 2007-08-02 2007-08-02 Forced induction two stroke engine

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
GB0715009A GB2452695A (en) 2007-08-02 2007-08-02 Forced induction two stroke engine

Publications (2)

Publication Number Publication Date
GB0715009D0 GB0715009D0 (en) 2007-09-12
GB2452695A true GB2452695A (en) 2009-03-18

Family

ID=38529132

Family Applications (1)

Application Number Title Priority Date Filing Date
GB0715009A Withdrawn GB2452695A (en) 2007-08-02 2007-08-02 Forced induction two stroke engine

Country Status (1)

Country Link
GB (1) GB2452695A (en)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
ITFI20120015A1 (en) * 2012-02-01 2013-08-02 Giulio Grifoni SIMPLIFIED 2-STROKE ENGINE

Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB514839A (en) * 1937-06-19 1939-11-20 Sulzer Ag Improvements in or relating to the cylinders of two-stroke internal combustion engines
GB1568302A (en) * 1976-01-15 1980-05-29 Melchior J Supercharged two-stroke internal combustion engine
GB2140867A (en) * 1983-06-02 1984-12-05 Antonio Ancheta Actuation of inlet valve in cylinder head of two-stroke IC engine
GB2186323A (en) * 1982-09-15 1987-08-12 Antonio Ancheta Two-stroke internal combustion engine
US5009201A (en) * 1989-07-29 1991-04-23 Fuji Jukogyo Kabushiki Kaisha Two-cycle engine having a direct fuel injection system
US5133309A (en) * 1989-11-27 1992-07-28 Nissan Motor Co., Ltd. Multi-poppet valve type two cycle engine
EP1380738A1 (en) * 2002-07-09 2004-01-14 Wärtsilä Schweiz AG Method for operating a piston internal combustion engine
GB2410060A (en) * 2004-01-14 2005-07-20 Lotus Car A two-stroke compression-ignition internal combustion engine

Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB514839A (en) * 1937-06-19 1939-11-20 Sulzer Ag Improvements in or relating to the cylinders of two-stroke internal combustion engines
GB1568302A (en) * 1976-01-15 1980-05-29 Melchior J Supercharged two-stroke internal combustion engine
GB2186323A (en) * 1982-09-15 1987-08-12 Antonio Ancheta Two-stroke internal combustion engine
GB2140867A (en) * 1983-06-02 1984-12-05 Antonio Ancheta Actuation of inlet valve in cylinder head of two-stroke IC engine
US5009201A (en) * 1989-07-29 1991-04-23 Fuji Jukogyo Kabushiki Kaisha Two-cycle engine having a direct fuel injection system
US5133309A (en) * 1989-11-27 1992-07-28 Nissan Motor Co., Ltd. Multi-poppet valve type two cycle engine
EP1380738A1 (en) * 2002-07-09 2004-01-14 Wärtsilä Schweiz AG Method for operating a piston internal combustion engine
GB2410060A (en) * 2004-01-14 2005-07-20 Lotus Car A two-stroke compression-ignition internal combustion engine

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
ITFI20120015A1 (en) * 2012-02-01 2013-08-02 Giulio Grifoni SIMPLIFIED 2-STROKE ENGINE

Also Published As

Publication number Publication date
GB0715009D0 (en) 2007-09-12

Similar Documents

Publication Publication Date Title
US4993372A (en) Two stroke internal combustion engine with decompression valve
JPH09502780A (en) Internal combustion engine
CN102094702A (en) Novel four-stroke layered double-swirling combustion energy-saving internal-combustion engine with new air distribution mechanism
JPH0338408B2 (en)
JPH02108815A (en) Two-cycle/uniflow spark ignition engine
JP3428018B2 (en) Method and apparatus for controlling combustion in a four-stroke engine
WO2004109073A3 (en) Internal combustion engine and method of enhancing engine performance
US8371255B2 (en) Two stroke engine with regular lubrication system
GB2452695A (en) Forced induction two stroke engine
GB2425808A (en) Supercharged two-stroke engine with separate direct injection of air and fuel
MX9604534A (en) Internal combustion engine.
US20040035377A1 (en) Two-stroke cycle, free piston, shaft power engine
CA2619915C (en) Two stroke engine with regular lubrication system
JPH039288B2 (en)
GB2366326A (en) Six-stroke cycle for internal combustion engines
GB1331070A (en) Heat engine and a method of putting this engine into action
CN209604178U (en) A kind of novel quantitative injection miniature gasoline engine
CN2893185Y (en) Two-stroke DC scavenging ignition internal combustion engine
JPS5791317A (en) Two-cycle internal combustion engine
CN204804952U (en) Environmental protection and energy saving type two -stroke -cycle engine
CN101289958A (en) Oxygen-entering type two cycle engine
GB105649A (en) Improvements in Two-stroke Cycle Internal Combustion Engines.
SE0200967L (en) Compact four-stroke internal combustion engine in particular for use in a portable work tool
JP2000087751A (en) 2-cycle internal combustion engine
AU663377B2 (en) Improvements to two stroke engines

Legal Events

Date Code Title Description
WAP Application withdrawn, taken to be withdrawn or refused ** after publication under section 16(1)