JPH0457845B2 - - Google Patents

Description

BACKGROUND OF THE INVENTION Field of the Invention The present invention relates to an internal combustion engine, particularly a reciprocating engine or a rotary engine, in particular a two-stroke engine or a four-stroke engine, for controlling the circulation of intake and exhaust air in the engine compartment of an engine compartment. or consisting of a throttle or rotor having a recess or lateral cutout forming a cross passage for exhaust;
The throttle is synchronized with the rotation of the engine about an axis parallel to the axis of rotation of the engine in order to connect the exhaust and intake, as necessary, direct passages with the combustion chamber to carry out successive strokes of the engine cycle. It relates to a device that performs continuous rotational motion.

Summary of the Prior Art According to known examples of this type of engine capable of high speed rotation (French patent applications No. 8312071 and No. 8212072), the throttle has an opening directly connected to the combustion chamber and an intake directly connected to the exhaust collector. and/or a transverse bore opening to the exhaust air. A passage directly connected to the combustion chamber is provided in a seal ring housed in the bore, and the seal ring presses the throttle by the internal pressure of the combustion chamber from a continuous sealing surface around the opening directly connected to the combustion chamber. are doing. The seal ring is also surrounded by one or more seal members, such as piston rings. The seal ring is slidable within the bore and the stroke of the seal ring is limited by a throttle and a retaining shoulder.

Combustion engines such as those described above have no reciprocating distribution members and therefore are not limited in pulsation frequency, resulting in a better power-to-weight ratio than other engines tested to date, especially in terms of payload volume. This is advantageous for small institutions. The most important advantage of this type of distribution system is that it allows the use of exhaust and intake pipes with an internal diameter twice that of standard valve systems.
Therefore, it is possible to achieve an increase in the amount of air supply and an increase in the output rate.

Full trial testing of rotary throttle distribution systems has shown that rotary distribution systems of this type have operational drawbacks or deficiencies that prevent the full realization of the above advantages.

Among these various disadvantages, one that should be particularly pointed out is that it is difficult to ensure lubrication and cooling of the sealing elements, which leads to excessive wear between the throttle and the sealing elements, increased oil consumption, and in some cases Throttle seizure occurs within the bore.

Furthermore, a reduction in power fuel consumption is observed when a rotary throttle distribution system is used in a four-stroke engine compared to a two-stroke engine. This overconsumption of power fuel is due to insufficient pipe separation, i.e., the separation of the intake and exhaust strokes: - fresh air is diluted by the exhaust gas, resulting in insufficient combustion and increased pollution; and - due to vaporized fuel being mixed into the exhaust gas, increasing both pollution and power fuel consumption.

SUMMARY OF THE INVENTION One object of the invention is to overcome the above-mentioned disadvantages of combustion engines with rotary distribution systems, to be able to use large passage cross-sections in the operation of the valves, and to avoid rapid wear and excessive The goal is to avoid fuel consumption.

To this end, according to a first embodiment of the invention, the sealing ring is provided with means for lubricating, cooling, e.g. Inject the lubricating coolant into the gap.

The fluid injection means preferably has an annular shape formed between the outer periphery of the seal ring and the seal ring receiving bore and defined at each axial end by a seal disposed between the outer surface of the seal ring and said bore. It comprises a suction chamber and at least one suction passageway opening into said gap between a continuous sealing surface and the outer surface of the throttle. at least one seal disposed between the outer surface of the seal ring and the cooperating bore; and at least one refractory ring disposed between the seal ring and the bore between said seal and the combustion chamber. It is thus protected from the heat of the combustion gases in the combustion chamber.

The outlet of the suction passage may open at the interface between the seal ring and the throttle into a continuous fluid supply distribution groove provided in the seal ring itself.

According to another embodiment of the device, the fluid injection means may include means for regulating the flow rate of the fluid, these regulating means reducing the cross-sectional area of the fluid suction tube to create a head loss or It is constructed to provide a constriction or constriction to generate a head loss.

Alternatively, the head loss means comprises a porous annular cartridge disposed between said gap and at least one pressurized lubricating fluid inlet and opening into said gap, said cartridge being made of any material having good friction properties against the outer surface of the throttle. , for example made of sintered bronze.

The engine combustion chamber intake and exhaust circulation control device is
When used in one-cycle combustion engines of the type in which power fuel is supplied before the intake of combustion air into the combustion chamber, means for scraping the lubricating fluid injected into the gap throttles the intake of combustion air and power fuel. The scraping means is arranged around the connecting intake port, and the scraping means consists of an intake port seal ring arranged around the intake port, and the seal ring constantly maintains contact with the outer surface of the throttle and rotates. It is configured to isolate the gap between the throttle and bore and the interior of the intake port to prevent oily and/or liquid power fuel from being conveyed by the throttle surface. The seal ring is made of a soft material, such as a plastic material, which has good abrasion characteristics against the throttle surface, and is constantly pressed against the throttle surface by a substantially constant pressure from a spring.

According to another embodiment, the throttle has two separate passages for intake and exhaust, respectively, which open into the sealing ring on the side of the combustion chamber during rotation of the throttle and on the opposite side. is configured to sequentially open to each of the exits of the
Each of the opposite outlets is shifted relative to the seal ring on the axis of the throttle so that the motive fuel on the surface of the rotating throttle and the intake air in the intake passage provided within the throttle are entrained. Transport of power fuel is prevented.

Separate intake or exhaust passages are provided in the throttle for each of the two adjacent combustion chambers, the passages opening into a single orifice communicating with a common intake or exhaust for the two adjacent combustion chambers. Therefore, the number of openings to be provided on the outer surface of the throttle can be reduced.

Another arrangement used in four-stroke combustion engines provides for the combustion chamber air circuit to include means for cutting off the supply of motive fuel into the air entering the combustion chamber at the end of the intake phase, thereby preventing the intake air from entering the combustion chamber. The amount of power fuel that is introduced into the intake passage inside the throttle during stroke but not introduced into the combustion chamber can be reduced. When power fuel is introduced into the intake air by injection, said shutoff means are obtained by stopping the injection of power fuel well before the end of the intake stroke.

When power fuel is introduced into the combustion chamber from the carburetor, the blocking means comprises at least one auxiliary passage provided in the throttle for passing fuel-rich air, such as an emulsion, and the cylinder head of the combustion chamber. The auxiliary passage opens into a gap between the throttle and the throttle receiving bore, and the opening of the passage is closed as the throttle rotates prior to closing of the main intake port.

According to another variant of the device according to the invention, one end of at least one supply member for supplying a combustion element, such as a spark plug for a regulated ignition engine or an injector or a heat plug for a diesel engine, seals tightly against one side of the sealing ring. It opens into a passage therethrough communicating with the combustion chamber, and the portion adjacent the end is received with an annular clearance in the passage communicating with the exterior of the combustion engine cylinder head wall. This passage communicating with the combustion chamber thus functions as the main part of the combustion chamber.

According to a device-specific variant, the cooling liquid flows in a channel forming an annular clearance. Preferably, the cooling fluid consists of a lubricating cooling fluid delivered by injection means. According to yet another variant of the device according to the invention, the passage forming the annular clearance is extended outwardly to form an enlarged annular chamber, said annular chamber comprising an elastic tube disposed between the supply member and the inner wall of the chamber. A cooling chamber is sealed by an annular seal through which a lubricating coolant conveyed by injection means passes.

Further objects, advantages and features of the control device of the invention will become apparent from the following description of various non-limiting embodiments illustrated in the accompanying drawings.

DESCRIPTION OF A PREFERRED EMBODIMENT FIGS. 1 and 2 show a rotary throttle 1 for controlling the exhaust of a combustion chamber 2 of a combustion engine. At the time shown in the figure, the internal exhaust duct 3 of the combustion engine is fully opened into the combustion chamber 2. The throttle 1 continuously rotates within the bore in synchronization with the rotation of the engine, and the exhaust duct 3 communicates with the combustion chamber 2 via a relatively wide passage 5 provided in a seal ring 6. Seal ring 6
is free to slide in a bore 7 with an axis substantially parallel to the axis of the engine cylinder (not shown) or substantially perpendicular to the axis of rotation of the throttle 1, so that the contact surface of the ring 6 is 1 can be brought into reliable contact with the outer surface 8 of 1. The contact surface 22 between the ring 6 and the throttle 1 corresponds to the entire common portion of the outer surfaces of the two cylinders (i.e. the throttle 1 and the ring 6 with different diameters and substantially perpendicular intersecting axes). Consists of narrow strips. In one known configuration, the throttle 1
This is particularly effective because the pressure of the seal ring 6 acting on the seal ring 6 is adjusted in proportion to the required seal pressure.
According to this configuration, the sealing ring 6 can slide elastically in the bore 7, so that the internal pressure of the combustion chamber 2 alone presses the ring 6 against the outer surface 8 of the throttle 1 and presses it against the annular region of the outer surface 8. act.

If necessary, the pressure is increased by the thrust of a low-reaction spring, such as an elastic washer. The thrust spring (not shown) of the ring 6 relative to the throttle 1 only requires the presence of a small gap or gap i between the end 9 of the ring 6 on the side of the combustion chamber 2 and the retaining shoulder 10 at the end of the receiving bore 7 of the ring 6. is not necessary. Furthermore, since the gap i is located near the combustion chamber 2, the temperature of the gap i is relatively high, and the behavior of the spring member deteriorates over time. In order to prevent leakage from the gap j between the outer surface of the ring 6 and the inner surface of the bore 7, a refractory piston ring 11 is placed in the gap j and supported in the groove 12 in a known manner. The groove 12 is preferably provided in the ring 6 itself. The piston ring 11 furthermore prevents overheating of the gear j in the direction of the throttle 1;
It also prevents the formation of deposits within the gap. Such deposits eventually cause the ring 6 to become unable to slide within the bore 7.

According to the invention, in order to lubricate the engine pressurized by the engine oil pump, the seal ring 6 has a continuous sealing surface 222 around the duct 3 provided in the throttle 1 and an outer surface 8 of the throttle 1.
Means is provided for injecting a lubricating coolant, preferably oil, into the gap e between. (The sealing surface 22 corresponds to the entire common part of two mutually perpendicular cylinders of different diameters.) According to the device of FIG. 1, the fluid injection means have a pressurized oil intake passage 13. The passage 13 is connected to the engine's lubrication pump and opens into an annular distribution chamber 14 formed in the gap j between the outer periphery of the ring 6 and the bore 7. The chamber 14 is, for example, an annular groove 1 provided on the outer surface of the seal ring 6.
Consists of 5. According to one configuration, which facilitates the cooling of the ring 6, a large passage for oil is provided transversely from the chamber 14, which oil can be discharged through a discharge passage 16 or transferred to another lubricated member. sent to. The chamber 14 is formed into a gap j by two annular seals 17 and 18, one on the combustion chamber 2 side and one on the throttle 1 side. The annular seals 17, 18 are preferably ring 6
The sealing material is made of an elastic elastomer material that is elastically accommodated in an annular groove provided on the outer surface of the sealing material. These seals are protected from overheating by refractory piston rings 11 and circulating oil.

The oil distribution chamber 14 is connected via a supply passage 19 to a gap e between the sealing surface of the ring 6 and the outer surface 8 of the throttle 1. The passageway 19 preferably comprises a thickened longitudinal aperture in the ring and communicates with a transverse passageway 20 extending from the bottom of the annular groove 15. The supply passage 19 opens into the gap e via a continuous annular distribution groove 21 provided in the contact or sealing surface 22 of the ring 6 itself to facilitate the spread of the oil in the outlet chamber or gap e. It should be noted that the internal duct 3 of the rotary throttle 1 functions as an intake pipe for fresh air (usually pressurized air or normal pressure air) or an exhaust pipe for combustion gases, which are optionally sent through the carburetor as described above. Moreover, as will be described later, it is possible to provide a side notch in the throttle in place of the duct 3 so that the functions of the intake passage and the exhaust passage can be performed sequentially during rotation of the throttle.

The operation of the control device of FIG. 1 for circulating gas into and out of an engine combustion chamber will now be described in detail. When the engine is set to rotation mode, the device rotates synchronously with the throttle 11 to generate pressure oil and distribute it between the distribution chamber 14 and the annular groove 2.
Communicate to. As a result, the ring 6 sealing surface 22
A laminar oil flow is created between the movable outer surface 8 of the throttle 1 and the movable outer surface 8 of the throttle 1.

During the gas compression stroke and combustion stroke, the sealing surface 22 is strongly pressed against the outer surface 8 of the throttle 1 by the internal pressure of the combustion chamber 2, and the thickness of the oil film between the throttle 1 and the sealing surface is such that a thin oil film can be formed. Reduce to minimum thickness. During the scavenging and supply strokes (in operation of a 4-stroke engine), the pressure in the combustion chamber is close to normal pressure or slightly above normal pressure (in the case of a pressure-loaded engine), and the fire resistance of ring 6 for throttle 1 is The frictional hysteresis of the piston ring 11 maintains a significant residual pressure of the ring 6 against the throttle 1. This residual pressure prevents oil leakage between the sealing surface 22 and the surface 8 of the throttle and creates just enough oil flow to form a continuous oil film between the surface 8 of the throttle 1 and the guide bore 4. Internal duct 3 of throttle 1
When duct 3 is an exhaust pipe, oil leakage in the direction of internal passage 3-5 is sent to the exhaust and is lost, but when duct 3 is an intake pipe, oil leakage in the direction of passage 5 returns to combustion chamber 2, so at least Some will be reused.

Continuous lubrication of the gap e suppresses wear of the sealing surface 22 of the ring 6, and eliminates the risk of the ring 6 seizing against the throttle 1 even during high-speed operation. Throttle 1 surface temperature is significantly reduced (furthermore, throttles are generally internally cooled by longitudinal water circulation), and throttle and bore 4
The seal between the two is ensured by oil throughout. The oil guide ring from the suction pipe 13 to the discharge pipe 16 ensures effective cooling of the sealing ring 6.
Thus, in some applications, ring 6 may be made from a relatively soft material with good frictional properties, such as a high resistance molded plastic material.

The seal ring 6 and the throttle 1 are preferably manufactured from material combinations commonly used in engines and having different frictional properties, such as cast iron/chrome, cast iron/cast iron. It may also be made from new types of composite materials, ceramics, or other new products. If the water head loss caused by the suction passage cannot sufficiently suppress the leakage oil flow, a diameter adjustment orifice (not shown) is provided in the suction pipe 13 or the suction passage 19 to suppress the oil flow leaking from the gap e. obtain.

Elements in the embodiment of FIG. 2 that are the same as in FIG. 1 are designated with the same reference numerals. Unlike the embodiment shown in FIG. 1, the seal ring 6 is made of a porous sintered metal with a seal-plated surface to prevent oil from seeping out, or, as shown in FIG. 2, it is made of a porous sintered metal such as bronze. An annular ring 23 or a filter is introduced into the longitudinal blind hole 19a of the sealing ring 6 or produced by molding. This porous ring 23 is connected to the pressure oil distribution chamber 14 by at least one side passage 20. Therefore, the porous ring 23
functions as a water head loss and oil distribution member in the gear e, and acts as a member with good frictional properties that reduces friction between the ring 6 and the rotating throttle 1. The configuration shown in Figure 2 is suitable for cases in which the rotational speed of the throttle 1 can be adjusted and forced cooling of the seal ring 6 is not required, and it suppresses oil loss and operates more economically than the configuration shown in Figure 1 as a whole. It turns out that it does.

Figures 3a to 3c schematically show the most characteristic position of the throttle 1, which is provided with a notch 24 instead of an internal duct to ensure distribution (intake and exhaust air) of the combustion chamber 2 of a four-stroke internal combustion engine. to show. 3rd a
It can be seen that during controlled ignition operation of the engine, the notch 24 connects the combustion chamber 2 of the engine (via a seal ring, not shown, shown in FIGS. 1 and 2) to a power fuel supply means such as a carburetor or an injector. It will be understood that the air intake pipe 25 is connected to the intake pipe 25 provided therein. In FIG. 3b, the throttle 1 rotates in the trigonometric direction and closes both the intake pipe 25 and the exhaust pipe 26. It will be appreciated that the notch 24 of the throttle 1 together with the throttle 1 guide bore 4 forms a considerable volume passage chamber 27, so that the intake pipe and the exhaust pipe are blocked. During the intake stroke, after the wall of the intake pipe is saturated with liquid power fuel, air is introduced and the passage chamber 27 is filled with a relatively rich air-fuel mixture. According to FIG. 3c, when the edge 28 of the notch 4 opens into the communication passage 5 with the combustion chamber 2, the combustion 2 communicates with the chamber 27 (not shown) and the motive fuel enrichment in the passage chamber 27 is increased, especially after the arrival of the exhaust blast. It will be appreciated that the air is completely exhausted from the exhaust pipe 26.

When an engine with a rotary distribution throttle operates on a four-stroke cycle with a intake of vaporized air, another cause of excessive power fuel consumption is the liquid flowing along the intake pipe wall and gradually evaporating towards the combustion chamber. The power fuel is conveyed along the surface of the throttle 1 toward the exhaust pipe 26, evaporated by the hot gas in the exhaust pipe, and completely removed from the trachea where an oil film is formed by the lubricating device of FIGS. 1 and 2. The problem lies in being wasted.

The enlarged view in FIG. 4 shows a solution for reducing power fuel and oil losses. Figures 1 to 3
Elements that are the same as in Figure c are designated with the same reference numerals.
In this specific example, oil scraping means is provided around the intake port of the throttle 1. The scraping means consist of an inlet sealing rig 29 which is constantly pressed against the throttle 1 surface 8 by a spring 30. According to a further embodiment, in FIG. 4, the power fuel supply means, consisting of a gasoline injector 31, are arranged so that they end their injection well before the end of the intake stroke of the combustion air.
High temperatures and high pressure differences do not act on the packing ring 29, which is housed in the cooling cylinder head 32 of the engine and passes fresh intake air (superpressure and vacuum are less than 1 bar). Therefore, the packing ring 29 is made of a plastic material with good frictional properties, such as Teflon.

The specific example operation shown in FIG. 4 will be explained below. The throttle 1 rotates synchronously with the engine, and the intake passage 1
9 and the distribution groove 21. The oil film spreads along the surface 8. The oil film formed in the gap between the throttle and the bore 4 is caused by the main seal ring 6.
It is interrupted by a packing ring 29 of substantially the same width as . Injection of power fuel by the injector 31 is carried out through a notch 24 in the internal passage 33 of the packing 29.
It begins as soon as the edge 28 of the notch 24 opens and ends well before the edge 34 of the notch 24 reaches the straight edge 35 of the internal passage 5 of the ring 6 and cuts off the intake air. After the power fuel injection starts, a part of this fuel evaporates into the introduced air jet, and the rest collides with the wall and gradually evaporates while being carried to the combustion chamber 2 (approximately stoichiometric mixing conditions are maintained in the combustion chamber 2). )
Since the injection ends sufficiently earlier than the end of intake, only a small amount of liquid power fuel remains on the wall at the time of intake cutoff, and the power fuel in the passage chamber 27 is extremely thin. The liquid power fuel remaining inside the passage 33 is dammed up by the friction of the packing ring 29, and therefore is not discharged with the exhaust gas until the intake is restarted in the next intake cycle, and is hardly discharged during the engine cycle. It is evaporated and sent to the combustion chamber 2. The configuration shown in Figure 4 considerably reduces the amount of power fuel carried directly into the exhaust gas, allows the notched throttle to operate a four-stroke engine with reasonable consumption, and at the same time significantly increases the passage cross-sectional area of the rotary throttle valve. It is possible to do so.

5 and 6 show another embodiment of a device for controlling the circulation of intake and exhaust air in an engine combustion chamber, in which the same elements and parts as in FIGS. 1 to 4 are designated by the same reference numerals. . In this specific example, the throttle 1 has an intake passage 36 and an exhaust passage 37 that are separate from each other.
and has. As the throttle 1 rotates, each passage sequentially opens into a seal ring 6 on the side of the combustion chamber 2 and an orifice shifted laterally with respect to the seal ring 6 on the opposite side. The intake passage 36 opens into the intake pipe 25 surrounded by an intake seal rig 29 on the cylinder head side.

When the throttle 1 is rotated to the full exhaust position, the exhaust passage 37 opens into the internal passage 5 of the ring 6 and into the exhaust pipe 26 which is shifted relative to the sealing ring 6 according to the slot 1 axis.

According to the detailed cross-sectional view in FIG. 6, the two intake passages 36, 36a of two adjacent combustion chambers of the engine (actually two parallel cylinders of the engine) inside the throttle 1 are common to the two cylinders. It opens into an intake port 38 that communicates with the intake pipe 25 .

The exhaust pipes and exhaust ports can be designed in a similar manner; such an arrangement makes it possible to reduce the number of outlets to be provided in the throttle 1 and the cylinder head 3. Since these parts are subject to strong mechanical and thermal stresses, the outlet is a zone of weak mechanical resistance, and a small number of outlets is preferred.

Further referring to FIG. 5, during the rotation of the engine and the throttle 1, the intake passage 36 or the intake passage 36
The passage chamber comprising the assembly 36a and 38 can contain air relatively rich in power fuel but cannot be scavenged with exhaust gases. Therefore, the power fuel stored in the intake passage 36 inside the throttle 1 is maintained at that position until the passage 36 reaches the intake position again and is injected into the combustion chamber 22.

The embodiments of FIGS. 7-9 are constructed to significantly reduce the concentration of power fuel at the end of the intake stroke. In these figures, elements and parts that are the same as in the previous figures are designated with the same reference numerals. For this purpose, the intake pipe 25 shown in cross section in FIG. 8 and in longitudinal section in FIG.
It has two auxiliary supply passages 39, 40, which are injected with gasoline by an injector 31 (into the passage 39 in FIG. 9) or (into the passage 39 in FIG.
An emulsion vaporizer 41 (of passage 40 in the figure) supplies a rich mixture of power fuel, such as an air-gasoline emulsion mixture. When using a gasoline injection system, one auxiliary passage 39 is sufficient to ensure the correct ratio of power fuel.

In this specific example, as is clear from the sectional view of FIG. 8, the auxiliary passages 39 and 40 are closed before the enlarged portion 225a of the pipe 25 is closed during the rotation of the throttle 1 during the intake stroke of the four-stroke engine. Since the intake air at the end of injection in the enlarged portion 25a does not contain any motive fuel, the passage chamber 27 formed by the notch 24 is scavenged, and the liquid motive fuel adhering to the wall is almost completely evaporated. is discharged. Therefore, when the exhaust gas flows into the passage chamber, very little unused power fuel is discharged into the exhaust pipe 26 along with the exhaust gas.

10 and 11 illustrate a feed member assembly, such as a spark plug 42, which connects the combustion chamber 22 to the outside, for use when the combustion engine is a controlled ignition internal combustion engine. For power fuel injected engines, such as diesel cycle engines, spark plug 42 may be replaced by a power fuel injector or preheat plug. Of course, elements and members that are the same as in previous figures have the same reference numerals.

The spark plug 42 shown in FIG. 10 is provided in a thin wall 44 zone of the cylinder head 32 of the engine and is screwed into a screw hole 43. The (earthed) electrodes 45 and 46 of the plug 42 slightly protrude into the combustion chamber 2 . When using engines with high compression ratios, the main part of the combustion chamber adjacent to the piston (not shown) at the end of the compression stroke consists of a relatively large passage 5 provided in a sealing ring 6. When the spark plug 42 is located in the position of FIG. 10, ignition is relatively ineffective since ignition of the vaporized mixture is not initiated until a central position relative to the main volume of the combustion chamber at the end of the compression stroke.

FIG. 11 is a cross-sectional view of a spark plug 42 (or power fuel injector or preheat plug) design that overcomes the disadvantages of the FIG. 10 design. The packing or sealing ring 6 has a threaded hole 43 between the two suction passages 19 for receiving the end or cap 47 of a plug 42, which in the sealed assembled condition passes through one side of the ring 6. screw hole 4
3, and the electrodes 45, 4 of the plug 42
6 projects into the passage 5 substantially in the center of the main combustion chamber consisting of the passage and close to the wall.

A spark plug rod 48, which is an adjacent part of the cap 47, passes through a relatively narrow passage 49 in the wall of the cylinder head 32 with clearance. The passage 49 communicates with the outside by a large diameter aperture forming an annular chamber 51 , which opens into the discharge passage 16 . Bore 5 for closing annular chamber 51
An elastic annular seal 53 is arranged between the wall of the plug 42 and the cylindrical insulator 52 of the output terminal 54 of the plug 42 .

When the engine is running, a preferably pre-cooled oil stream is introduced into the annular distribution chamber 14 in bulk through the passage 13 and pressurizes the annular distribution chamber 14 to transfer a small amount of lubricating oil from the suction passage 19 to the sealing surfaces 22 of the rotating throttle 1 and the ring 6.
It flows out into the gap e between. At the same time, a large flow of oil flows from chamber 14 through narrow passage 49 into chamber 51 . This oil flow is from cap 47
The ring 6 and the plug 42 are cooled by acting extremely effectively near the hottest part consisting of the ring 6 and the electrode, and are discharged into the feed tank. The position of the ring 6 with respect to the rotating throttle 1 is determined by the expansion of the ring 6 during use, which changes the axial and radial pressure on the ring 6, and the sealing surface of the ring 6 which eventually comes into frictional contact with the surface 8 of the rotating throttle 1. As the wear of 222 changes and the gap or clearance i changes, these changes are accommodated. The instantaneous and gradual movement of the ring 6 (with each explosion) reduces the sealing of the chamber 51 and the cylinder head 32.
There will be no misalignment of the plug inside. Because,
On the one hand, the clearance provided in the passage 49 completely prevents contact between the cylinder head 32 and the plug rod 48, and on the other hand, the annular seal 53, preferably made of an elastomeric material, is elastic. This is because it has Also, the 11th
When the illustrated embodiment is used in a diesel engine, favorable cooling of the power fuel injector may be achieved while avoiding or minimizing undesirable cooling of the preheating plug by locating the preheating plug in an insulating casing.

The feed member assembly system of FIG. 11 prevents the transmission of mechanical vibrations between the seal ring 6 and the cylinder head 32 defining the main portion of the combustion chamber at the end of the piston at the end of the compression stroke. Since the elastomer seal 53 and the annular seals 17 and 18 have a damping property, the vibrations generated in the ring 6 are not transmitted to the cylinder head, and conversely, the vibrations of the cylinder head are not transmitted to the ring. Because of its large rubber elasticity, it is damped at critical frequencies.

For a simpler structure, an annular chamber 1
Threaded hole 4 in ring 6 outside of the coolant circuit passing through 4
Of course, it is also possible to attach the plug 42 to 3. For this purpose, for example, the chamber 14 may be arranged near the upper end of the ring 6 (in the figures) and close to the gap e, and the plug cap 47 may be arranged at the middle height of the ring 6, or the combustion chamber 2 placed adjacent to.

Of course, the invention is not limited to the specific examples described. On the contrary, those skilled in the art will appreciate that numerous modifications may be made within the spirit and scope of the invention.

[Brief explanation of the drawing]

FIGS. 1 and 2 show two views of the seal system of the present invention between the rotary distribution throttle and the engine combustion chamber.
Figures 3a, 3b and 3c are enlarged cross-sectional views of three embodiments; Figures 3a, 3b and 3c are schematic illustrations showing each of the principal positions during one engine cycle of a throttle distribution system used in a four-stroke engine; 3a-3c are enlarged cross-sectional views of the throttle distribution system of FIGS. 3a-3c with the inlet seal ring of the present invention;
FIG. 5 is an enlarged cross-sectional view of another embodiment of the throttle distribution system of the present invention having separate intake and exhaust passages within the throttle; FIG. 6 is a portion of a distribution throttle for an engine having multiple parallel cylinders; FIG. 7 is an enlarged cross-sectional view of the throttle distribution system with means for directing air at the end of inspiration to obtain a lean mixture; FIG. FIG. 9 is a cross-sectional view of the distribution system of FIG. 7 taken along the line - FIG. 9 is a cross-sectional view of the distribution system of FIG. 11 is a cross-sectional view of the seal system of the present invention in which the spark plug projects directly into the passageway of the seal ring. 1... Throttle, 2... Combustion chamber, 3... Duct, 4, 7... Bore, 5... Passage, 6... Seal ring, 8... Seal surface, 11... Fireproof piston ring, 13... Intake passage, 16...exhaust passage,
17, 18... Seal, 19, 20... Passage, 2
DESCRIPTION OF SYMBOLS 1...Groove, 22...Contact surface, 23...Porous seal ring, 24...Notch, 25...Intake pipe, 2
6...Exhaust pipe, 29...Patsukin ring, 31...
...Injector.

Claims (1)

[Claims] 1. A recess forming a cross passage for intake or exhaust, respectively, for controlling the circulation of intake and exhaust air in the engine compartment of an internal combustion engine, particularly a reciprocating engine or a rotary engine, especially a two-stroke engine or a four-stroke engine. or a throttle or rotor having lateral cutouts, said throttle rotating the engine so as to connect the exhaust and intake, as necessary, with a direct passageway to the combustion chamber to carry out the successive strokes of the engine cycle. In a device that performs continuous rotational motion synchronized with engine rotation around an axis parallel to the axis, the throttle is connected to an intake hole or an exhaust hole that is connected to an opening directly connected to the combustion chamber and an exhaust manifold, respectively. The seal ring is housed in one open bore, and a connection passage with the combustion chamber is provided in a seal ring housed in one bore in a direction crossing the bore. The internal pressure of the combustion chamber is applied to the throttle through a continuous sealing surface around the hole, and the sealing ring is surrounded by one or more sealing members, such as a piston ring, and the sealing ring is surrounded by one or more sealing members, such as a piston ring. The stroke of said sealing ring is slidable within the bore and is limited on the one hand by the throttle and on the other hand by the retaining shoulder, the sealing ring being in contact with the continuous sealing surface of the ring around the orifice and the throttle. 1. A device for controlling air intake and exhaust circulation in an engine compartment of an internal combustion engine, comprising means for injecting a lubricating coolant such as oil into a gap between the gap and the outer surface. 2. The fluid injection means is an annular suction formed between the outer periphery of the seal ring and the seal ring receiving bore and defined at each axial end by a seal disposed between the outer surface of the seal ring and said bore. room and
2. A device according to claim 1, comprising at least one suction passage having an outlet opening into said gap between a continuous sealing surface and an outer surface of the throttle. 3. at least one seal disposed between the outer surface of the seal ring and the cooperating bore is connected to at least one refractory ring disposed between the seal ring and the bore between said seal and the combustion chamber; 3. Device according to claim 2, characterized in that it is thus protected from the heat of the combustion gases of the combustion chamber. 4. Device according to claim 2, characterized in that the outlet of the suction passage opens into a continuous fluid supply distribution groove provided in the seal ring itself at the interface between the seal ring and the throttle. 5. The fluid injection means includes a fluid flow rate adjustment means, and these adjustment means reduce the cross-sectional area of the fluid suction pipe to generate a head loss, or provide a constriction or a constriction inside the suction pipe to reduce the loss. 5. Device according to claim 4, characterized in that it is configured to generate a water head. 6. A head loss means is disposed between said gap and at least one pressurized lubricating fluid inlet and comprises a porous annular cartridge opening into said gap, said cartridge being any suitable material having good friction properties against the outer surface of the throttle. 6. Device according to claim 5, characterized in that it consists of a material, for example sintered bronze. 7. For use in four-cycle combustion engines of the type in which dynamic fuel is supplied before the intake of combustion air into the combustion chamber, means for scraping the lubricating fluid injected into the gap is provided for the intake of combustion air and motive fuel. The scraping means is arranged around an inlet connecting the throttle, and the scraping means consists of an inlet seal ring arranged around the inlet, the seal ring always maintaining contact with the outer surface of the throttle. and is configured to isolate the gap between the throttle and the bore and the interior of the intake port to prevent oily and/or liquid power fuel from being conveyed by the surface of the rotating throttle. A device according to claim 1, characterized in that: 8. A patent claim characterized in that the seal ring is made of a soft material, such as a plastic material, that has good frictional properties against the throttle surface, and that the seal ring is constantly pressed against the throttle surface with a substantially constant pressure by a spring. The device according to scope 7. 9 The throttle has two separate passages for intake and exhaust, respectively, which open into the seal ring on the combustion chamber side during rotation of the throttle and sequentially open into each of a plurality of outlets on the opposite side. each of said opposite outlets being shifted relative to the seal ring on the axis of the throttle so that the power fuel on the surface of the rotating throttle and the intake air provided inside the throttle 8. Device according to claim 7, characterized in that the transport of motive fuel entrained in the intake air in the passage is prevented. 10 Separate intake or exhaust passages are provided in the throttle for each of the two adjacent combustion chambers, and these passages open into one orifice communicating with the intake or exhaust common to the two adjacent combustion chambers. 10. Device according to claim 9, characterized in that the number of openings to be provided on the outer surface of the throttle can thus be reduced. 11 Used in four-stroke combustion engines, in which the intake circuit of the combustion chamber has means for cutting off the supply of power fuel into the air entering the combustion chamber at the end of the intake stroke, thereby reducing the throttle power during the intake stroke. Device according to claim 1, characterized in that it is possible to reduce the amount of power fuel introduced into the internal intake passage but not into the combustion chamber. 12. Claims characterized in that when power fuel is introduced into the intake air by injection, the blocking means is obtained by stopping the injection of power fuel sufficiently earlier than the end of the intake stroke. 11th
Devices listed in Section. 13. The blocking means comprises at least one auxiliary passage provided in the throttle for passing fuel-rich air such as an emulsion and a cylinder head of the combustion chamber, and the auxiliary passage is connected to the throttle and the throttle receiving bore. 13. The device according to claim 12, wherein the passage opening opens into a gap between the main intake ports, and the opening of the passage is closed upon rotation of the throttle prior to closing of the main intake port. 14. A passage through which one end of at least one supply member for supplying a combustion element, such as a spark plug for a controlled ignition engine or an injector or a heat plug for a diesel engine, passes tightly through one side of the sealing ring and communicates with the combustion chamber. be open to
and a portion adjacent to said end is housed with an annular clearance in a passage communicating with the exterior of a cylinder head wall of a combustion engine. . 15 Claim 14, characterized in that the cooling liquid flows through the passage forming the annular clearance.
Devices listed in Section. 16. Device according to claim 14, characterized in that the cooling liquid consists of a lubricating cooling liquid conveyed by injection means. 17 The passage forming the annular clearance is extended outwardly to form an enlarged annular chamber, said annular chamber being sealed by a resilient annular seal disposed between the supply member and the inner wall of the chamber to form a cooling chamber. Claim 15, characterized in that the cooling chamber is formed with a lubricating cooling liquid conveyed by injection means and passes through said cooling chamber.
Devices listed in Section.