JPS58122313A - Vacuum-scavenged two-cycle engine - Google Patents

Abstract

PURPOSE:To purify the exhaust gas of a two-cycle engine and prevent its fresh mixture from blowing through it. CONSTITUTION:After ignition and explosion, blowoff is started through an exhaust port 10. A vacuum zone 16 is produced near an exhaust gas discharge chamber 14 and a high vacuum zone 17 is produced in a cylinder 3 as a piston 2 approaches the bottom dead center owing to a sharply discharged gas mass 13. At that time, harmful remaining gas is eliminated. An intake port 9 is opened so that a mixture 40 is supplied into the cylinder 3 by the negative pressure of the high vacuum zone 17. When the mixture 40 is about to blow to a downstream exhaust section through the cylinder 3 and the exhaust port 10, a blocking zone control valve 26 is opened to start producing a blow-through blocking zone 19 in the exhaust gas discharge chamber 14 to prevent the mixture 40 from blowing through the cylinder 3.

Description

Detailed Description of the Invention In evaluating the performance or advantages and disadvantages of a two-stroke engine that repeats one explosion per revolution and a four-cycle engine that continues to rotate with one explosion per two revolutions, it was found that The former, which is far superior in terms of maximum output, has a simple mechanism, is lightweight, inexpensive, and has excellent durability when compared to carburetor gasoline engines. Even today, after passing through this period, it has not been able to follow the progress of the latter because it has not been able to overcome several other issues such as low thermal efficiency and fuel consumption, and is therefore considered inferior in practical terms and has no future prospects.
It is said.

However, since both have various features due to their basic mechanical operation as internal combustion engines, both have advantages under specific application conditions, and it is inappropriate to simply determine their superiority or inferiority. Not.

Exhaust gas purification is now required in the field of small land transportation vehicles, which have traditionally been put into practical use and regarded as important due to their sufficient advantages to compensate for poor fuel efficiency, etc., and spark ignition carburetor type 2-cycle Engines fail to reduce harmful components in exhaust gas because no method has been developed to prevent raw gas from blowing out during the scavenging cycle. Since the results are not satisfactory,
Unless the development of scavenging means is successful, we face the fate of being forced to withdraw from applications where the load factor fluctuates rapidly, mainly for land transportation vehicles, agricultural mobile engines, marine and light aircraft engines, etc. .

Mr. Otsuto's four-cycle engine, which has a clear theory, has made great progress in recent years thanks to the blessings of the goddess of fortune, and has fully responded to the limits of exhaust purification. The two-stroke engine, which has a long history, has undergone only a few fundamental improvements, perhaps hampered by the difficulty of elucidating its air supply and exhaust mechanism, which is like a magic trick, and there has been no progress in terms of energy efficiency.

In other words, as is already clear, the important problem with defects in two-stroke engines is the phenomenon of blowing out fresh air or fuel gas that occurs when exhaust blows out, and the loss of driving force of the scavenging pump due to this, and sparks. This is the reality of deteriorating fuel efficiency in ignition engines.

Furthermore, there is a drawback that a large amount of residual gas causes, for example, a reduction in air supply efficiency. Similarly, the driving force of the scavenging pump acts as a source of output inhibition in a two-stroke engine, and the blowout that occurs is , is the defective part of fuel consumption.

By resolving this point.

Including the purification of exhaust gas, the output will be dramatically increased and the thermal efficiency will be significantly improved, so we will be able to open the secret door and demonstrate its true potential, giving us the basis for being superior to 4-stroke engines. , we propose the present invention to absolutely prevent withdrawal.

If efficiency can be dramatically improved by improving the air intake and exhaust stroke of a two-stroke engine with pre-pressure on the crankcase inlet and air-fuel mixture to eliminate raw gas blow-through or by developing a method to drastically reduce residual gas, fuel savings can be achieved. Of course, cleaning of exhaust gas can also be established.

Similarly, in compression ignition cycle diesel engines, the blow-through of fresh air accompanied by exhaust gas in the exhaust stroke and the presence of a large amount of residual gas are serious defects, and it is impossible to eliminate this phenomenon as the root cause. As a result, it is possible to downsize the air supply pump, save drive horsepower, and achieve fuel savings, resulting in a further increase in efficiency and output.

As long as both spark-ignition gasoline engines and compression-ignition diesel engines operate on a two-cycle system, it has been considered impossible to eliminate power or fuel loss due to blow-through, and The presence of a large amount of residual gas mixed in the air-fuel mixture or fresh air filling the cylinder at the time of combustion causes the stroke volume to be pinched in the process described below, resulting in an increase in output. I am not aware of any effective proposals to date to resolve the serious problems that are hindering this.

Isn't there a way to improve the atrium by developing air supply means other than scavenging and minimizing the amount of non-flammable residual gas to improve fuel efficiency and, therefore, significantly improve engine output?

The origin of the solution to the problem lies in the method of handling the large amount of combustion end gas that remains in the cylinder at the beginning of air supply and cannot be discharged, and will be repeatedly explained in detail.

In short, a large amount of residual exhaust gas remains! I! Because the focus and policy regarding improvements including the purpose of reducing the impact were not accurate, in carburetor gasoline engines, the blowhole increases the mixture volume for charging efficiency, and it is not necessary for low-speed rotation time change. The necessity of filling with a rich mixture has been considered. Therefore, similar drawbacks have not been successfully overcome in new fuel injection gasoline engines.

As a result, even in the case of diesel engines, due to the same reasons, it is difficult to overcome the problem of increasing the size of the scavenging pump.

The end of exhaust for a 2-cycle engine is just before the start of air intake when the piston car has descended to near the bottom dead center.In the case of a 4+ cycle engine, where the piston is at the top dead center and the clearance volume is at its minimum value. By comparison, the residual volume occupying the cylinder space is significantly different.

That is, assuming that the stroke volume, rotation speed, etc. are the same, and the negative pressure vacuum degree in the remaining volume is the same, the conclusion regarding the amount of residual gas will be exemplified below.

Measurement results recently announced by a reliable public testing laboratory show that during operation of a commercially available small two-stroke engine, the cylinder internal pressure momentarily becomes negative pressure due to the downward movement of the piston, and the value ranges from 0.4 to 0.0 at low speeds. 6 KG/C
M” and 0.8-0.9KG/CM at high speed
It has been confirmed that it was.

In other words, it can be concluded that this event occurred immediately before the opening of the air supply boat, so we can understand the situation of the residual gas in the cylinder at this time and the meaning suggested by the negative pressure of 0.5 KG/CM', the average value measured at low speed according to the announcement. This will be explained in detail next.

For example, when the piston descends following the exhaust blue-down and its upper end is located just before opening the intake port, the occupied volume at that time, which has expanded as the piston descends, is, for example, 100 G cc. When 500 cc of gas is diluted and dispersed in this space, the vacuum gauge shows a negative pressure of 0.5 KG/α2, so this means atmospheric pressure, or 1.033 K.
This means that 500 cc of G/CM2 residue remains. This residual residue is the gas and other products of the combustion end oxidation process, including unburned components of T-drying. Explosive action consists of mostly harmful gases other than the unburned gas.

In other words, this means that if 500 cc of gas is mixed, the pressure will be atmospheric. Therefore, the presence of residual gas means that the exhaust volume is reduced to 500 cc. Even if interpreted in this sense, it is not a common mistake to compare and consider the situation of suction pump operation in a four-stroke engine.

In a 4-stroke engine, at the end of the exhaust stroke, the piston is at the top dead center and the gap volume is at its minimum, that is, according to the example above, the residual gas exists in a space of 100 to 120 cc, and is only 50 cc. ~60cc, i.e. stroke volume 1000c
In the institution c, only 5 to 6% of trace amounts of harmful substances remain,
Due to exhaust inertia, even higher negative pressure can actually be generated, so the amount can be made extremely small.

Therefore, there is no room for improvement in two-cycle engines unless we understand and clarify the situation as a completely different type of exhaust operation that does not fit into conventional theory.

As shown in conventional theories regarding the exhaust of two-stroke engines, and even books on engine measurement methods, static considerations alone can indicate the desired purpose, but they are completely disconnected from actual operation. In terms of theoretical development, this is an explanation that I cannot fully accept.

For example, when comparing the gas pressure that expands during exhaust blowdown and the gas flow velocity caused by the crank chamber preload or the scavenging pump discharge pressure, which counteracts the escape velocity, this will definitely catch up to you like a tortoise chasing a rabbit. There's no way it could have happened, so there's no possibility of it being pushed out.

That is, most of the explosive gas expands and self-exhausts due to its retained energy, and reaches a negative pressure of 0.5 KG/CM due to the suction effect due to the relative influence of the potential pressure waves, and the expulsion process ends. ζSubsequently, the young or fresh air-fuel mixture is pumped into the residual gas in a lean gas state and a considerable amount of it is mixed in, resulting in a rise in pressure.After a period of time, an excess amount of gas is passed through the atrium as an airflow to the exhaust port. It protrudes downstream from.

In an engine with an exhaust port structure, compression does not begin immediately when the piston begins to rise. That is, during the upward stroke from the bottom dead center to the closed exhaust port, the content gas escapes through the open port. Therefore, this fact undoubtedly indicates that a considerable amount of the charge air flow is blown through, and it is noteworthy that the compression stroke volume is smaller than the suction stroke volume for crank chamber prepressure. Therefore, the excess gas that fills the cylinder with the supply air is pushed out, and is attracted by the exhaust escape energy and blows through.

That is, although it appears to be an effective mechanical scavenging operation insofar, a large amount of the air-fuel mixture mixes with the non-flammable residual gas of the combustion method and blows through with it, so that the new air-fuel mixture's temperature is reduced. It was destined to be a defect that would lead to a decrease in performance.

In the case of a compression ignition engine, residual gas is similarly carried through the fresh air flow and blown through, but with a small amount of scavenging air such as in the current engine, the amount of gas emitted from the blowout is extremely small, so a large amount of #11 To this day, it has not been possible to prevent the deterioration of the actual filling rate of fresh air, that is, oxygen, due to the presence of burned and oxidized gases.

For large diesel engines, including the combined use of an exhaust turbine supercharger, a scavenging pump with a discharge pressure of 1.15 to 1.5 KG/(χ1 or more) and a new engine with an exhaust volume of 25 to 30 kg or more are used. The idea is to push out and clean the nonflammable residual gas at the end of the ms by blowing air out, and to perform good fresh air filling. However, as mentioned above, there is a problem with the original scavenging phenomenon. Since it was not resolved, there has been no progress on the boating settings for exhaust scavenging, and therefore,
In an example of pressure measurement near the exhaust port during a driving test, a state was recorded in which scavenging pressure was generated before exhaust blowing did not proceed until negative pressure was reached.

Of course, this is a natural result because the designer is not aware of negative pressure scavenging, and as can be inferred from this fact, and as has been repeatedly detailed, the conventional theory does not take into account the reduction process of nonflammable residual gas. The scavenging method is a theoretically contradictory and incomplete explanation of the recognized exhaust gas phenomenon, and therefore, the exhaust mechanism that does not include residual gas reduction methods is hindering progress.

In other words, the fresh air fed by the scavenging pump enters the cylinder whose pressure has been reduced to near atmospheric pressure by the exhaust blowout.
enter abruptly. The gases filling the cylinder at this time are a small amount of unburned gas, mostly IIaIjs#F oxidized nonflammable gas, and a small amount of combustion products. This gas therefore not only serves as a barrier to the next explosion, but its quantity also impedes inhalation and thus results in a reduction in the fresh air charge.

In the 4t cycle engine, the pumping action caused by the rise of the piston ensures mechanical exhaustion, and the suction of fresh air starts from the smallest gap volume, but as mentioned above, in the 2-stroke engine, the 80-degree stroke volume There is an absolute condition that air supply must be started near the bottom dead center where there is a space of For example, even if a small amount of negative pressure is generated, no means has been taken to discharge the trapped gas that is still full.

When fresh air is forced into the cylinder by the scavenging pump, it rushes into the residual air in a stratified or partially completely mixed state, converts the slight negative pressure in that space into positive pressure, and further increases the pressure until it reaches the exhaust port. As the piston continues to descend, the cylinder space expands, and even as it reaches bottom dead center, fresh air continues to blow through along with the exhaust gas.In this way, the piston continues to rise. Conventional method where air continues to be supplied until the air supply port is closed! During this period, the 3.2-cycle engine continues to discharge residual gas and fresh air in a mixed state.

Therefore, it is impossible to completely eliminate the residual gas and it is impossible to escape from its harmful effects, and even if scavenging air is pressurized for the purpose of blowing through a large amount, the nonflammable gas components remain in large amounts only by being diluted. For example, if scavenging starts before negative pressure is generated, as in the case of the large engine mentioned above, even if the amount of scavenged air is 150 or more, the effective fresh air is only 7 or less, and the amount of scavenged air is 30,091. The general theory is that the residual gas cannot be eliminated even if the scavenging power is increased extremely.

This can be thought of as causing the same result as the pinching of the exhaust volume as in the case of the gasoline engine mentioned above.

Following the exhaust blowout, the negative pressure is increased by the flow escape of the exhaust gas while the piston is moving toward the bottom dead center, and the related mechanism or mechanization is used to increase the negative pressure, for example, before the air intake port is opened. 2~0,1 KG/CM”
There will be no progress in two-stroke engines unless the following high vacuum conditions are induced.

Unlike a gasoline engine using a carburetor system, a fuel injection system such as a diesel engine does not cause loss due to fuel blow-through, but a huge amount of air is required to completely eliminate residual gas. Even if the scavenging is within the practical range, the loss of power will be significant if an attempt is made to improve the output.

Therefore, although research results have been accumulated based on many discoveries and proposals made by senior researchers regarding the residual air disorder report, the root cause of the fact that no appropriate countermeasures have been established yet is that the push-out atrium requires a review of the scavenging method. This is due to the fact that it was not paid attention to.

JP-A-51-144820 or JP-A-52-3762
The inventions of No. 7 and No. 970211 have been disclosed. The former is a famous American outboard motor manufacturer, and the latter is a proposal from the highest authority group at the moment, as it is related to the appearance of the Japanese National Institute of Technology. However, when considering the content, as described in detail above, there is a lack of response regarding the insertion of the stroke volume in the case of failure due to the residual gas being filled.

The main focus of these proposals is to improve fuel efficiency by preventing raw gas from blowing through, based on a new method that allows air to advance and blow through by separating the air-fuel mixture and air into the exhaust blowing cylinder. There is no objection to this point as it is a method that contributes to the purification of exhaust gas, but
However, the origin of this mechanism is that there is no consideration given to reducing residual gas.

Therefore, it has been suggested that large amounts of nonflammable gas may be trapped within the cylinder, causing harmful effects and reducing output.

However, the latter method is superior in that it can improve the filling rate as a supercharging method, including the method of enriching a fixed amount of pre-pressure mixture in the crank chamber. However, research proposals based on the latest knowledge lack consideration for the reduction of residual gas.This problem also occurs in diesel engines, where the presence of residual gas obstructs the flow of fresh air. Ru. Therefore, in order to improve efficiency, including cleaning and exhaust, it is possible to escape from the vicious cycle in which the necessity of increasing the size of the scavenging pump is further exacerbated by the adoption of exhaust gas purification equipment, and the effect of high-pressure supercharging using the exhaust turbine is therefore reduced. This is the result.

The purpose of the present invention is to reduce the amount of residual gas that does not rejuvenate by reducing the amount of residual gas by using a high vacuum scavenging method using a depressurization method or other exhaust means, as shown in Japanese Patent Application No. 129964/1985, which was previously proposed. The purpose is to provide a new high vacuum evacuation method and equipment to eliminate the negative effects of residual gas, improve thermal efficiency and charging efficiency, and increase output to catch up with and surpass the performance of 4-stroke engines. It is said that

The main points of the functions related to the present invention will be explained in detail below along with an explanation of the mechanism of the spark ignition type two-cycle engine.

As the compression stroke of the engine progresses and just before the piston reaches top dead center, combustion of the air-fuel mixture begins with spark ignition, so the combustion gas temperature inside the cylinder instantly rises to 50K.
It becomes an explosive state with high pressure and temperature exceeding ``G/CM'', pushing down the piston and starting to expand.

The expanding explosion flame stream spontaneously ejects from the exhaust port, which begins to open as the piston descends, and begins to escape downstream through the exhaust system connected to the port.

The pressure of the explosive gas lump inside the cylinder just before spontaneous eruption naturally decreases due to expansion, but the pressure still decreases by 5 to 10 K.
G/CM" maintains a high pressure and high temperature, therefore, the jetting gas lumps escape downstream through the exhaust system while retaining extremely intense energy, and the generated pressure waves For example, it reaches the speed of sound and vibrates.

As long as the jetting gas nodules successfully escape through the exhaust pipe system, they maintain a relative relationship with the pressure waves and exert a strong coupling effect on the gas nodules, which is related to their potential influence.

These series of operations continue as long as the jet gas lump escapes like a solid piston at high temperature and high pressure, and therefore at high speed, through a space that is restricted in its diametrical direction and open in its forward direction, like an exhaust pipe.

In other words, even if the cylinder internal pressure drops to atmospheric pressure at the end of exhaust blowing, as long as it is not interfered with by strong back pressure, the exhaust gas lumps will continue to escape from the exhaust system like a solid piston, and as will be described later. As a result of expanding the space containing the cylinder, a high negative pressure is generated and it rushes downstream of the exhaust system.

That is, in order to realize the suction force excited by the actuation of inertial resistance generated by the high temperature, high pressure, and high speed kinetic energy of the ejected gas flow, the exhaust pipe downstream including the cylinder,
What is important about this phenomenon, which is the origin of the present invention, is that the invention is based on the function of generating a high negative pressure by a space equipped with an appropriate vacuum chamber configuration following a specially adjusted and enlarged exhaust port. This is a consideration to extremely suppress and reduce the back pressure generated in the exhaust pipe system, that is, the decompression chamber component that comes into contact with the port, until the air supply port opens, or to delay it.

Therefore, the length of the decompression chamber component and the distance to the subsequent silencer are determined by the escape velocity of the exhaust gas and the value related to the rotational speed, so as well as determining the practical rotational speed, It is necessary to make a long selection.

When the speed of two-stroke engines increased, the concept of boating settings was fixed to the values of the low-speed era, and the crank angle from the opening of the exhaust port to the beginning of air intake was fixed at around 15 degrees.The reason is that the exhaust at the end of combustion It can be assumed that the incompleteness of the concept of pushing out gas by air supply was not taken into consideration and attention was not taken into consideration, and therefore there was no reconsideration for a long time.

Due to the restriction on the number of blowholes and related to high-speed operation, the exhaust system has an exhaust system that focuses on generating back pressure, and in the exhaust stroke at high speeds of modern engines with such narrow crank angles, the exhaust blowout is limited. At the moment when the tail end of the gas nodules leaves the port, jj
This results in the supply air being forced into the cylinder at atmospheric pressure or a weak negative pressure.

However, in the past, this state was considered to be a very good completion of the exhaust stroke.

Conventionally, as long as such evacuation methods are followed, it is absolutely impossible to escape from the negative effects of residual gas, and therefore it is impossible to reach the 4-cycle S barrier. do,
For example, in order to perform a decompression stroke to generate negative pressure with the aim of creating a high center pressure of 0.2 to 0.1 KG/CM, the exhaust port is touched to intervene between the exhaust blowout and the beginning of air supply. The origin of the invention is to provide devices such as vacuum chambers or mechanical pump chambers to obtain the desired high vacuum value and eliminate harmful residual gases.

The detailed mechanism of negative pressure generation that can be concluded by the bridge mechanism during the exhaust stroke and the main points related to the present invention will be explained below.

The negative pressure generation follows the mechanical actuation of the gas flow as a result of the exhaust gas mass escaping the exhaust system of the diametrically restricted vacuum chamber configuration, acting like a solid piston with the energy of the retained pressure. That is, the negative pressure expands the exhaust system space including the cylinder, is related to the inertial resistance due to the speed of the gas lump rushing forward like a solid piston, and exhibits a vacuum value proportional to the instantaneous volume value of the space. Therefore, in order to concentrate a large amount of the instantaneous amount of gas and energy and strengthen its influence, the blowout area of the boat should be expanded as much as possible.
It is necessary to reduce the blowout resistance, and then the flow velocity can be reduced by gradually enlarging the cross section of the exhaust gas collection passage from when the boat protrudes to reach the decompression chamber, as well as the cross section between the entrance of the decompression chamber and avoiding bends. Since it is important to prevent interference as much as possible, methods such as thermal insulation means included in the structural device to minimize the pressure drop of the jet gas, measures to increase the pressure of the nodules in addition to the fitting, or mechanical It is also possible to construct an exhaust system by attaching a decompression structure space of an appropriate volume to the exhaust port, including installing a device to make the negative pressure that is being generated even higher, or to create a desired high vacuum. This is an effective method as a supplementary means to reach this goal.

One of the points of focus of this proposal is that the intermediate zone between the leading nodule and the following nodule of exhaust gas from each explosion that escapes the exhaust system is a negative pressure region, so the distance between the nodules and the size of the space occupied by the nodule are important. By the time the piston has descended to the position just before opening the air supply port, the exhaust port is protruded and the exhaust system is closed. The degree of vacuum increases as (escape distance x cross-sectional area of the decompression chamber) increases until the tail end of the gas mass that jets while expanding the space reaches the point.

This means that assuming the escape speed is the same, a low degree of vacuum occurs during high-speed rotation and a high degree of vacuum occurs at low speeds, so the cross-section and length of the decompression chamber should be adjusted to obtain the minimum necessary degree of vacuum at high speeds. If set, it is possible in principle to achieve the purpose.

Similarly, considering that the state where the pressure drops to atmospheric pressure due to the exhaust blowout is considered to be the end of the exhaust blowout, the mechanism setting that delays the opening of the air supply boat to extend the time of the subsequent decompression stroke basically reduces the escape distance of the gas nodules. This is the essence of the means for inducing the generation of high vacuum, including the effect of prolongation.

As a means of achieving high vacuum, the jet energy of the gas lumps escaping through a wide volume space including the cylinder and the downstream of the exhaust system is directly utilized to move around the inside of the cylinder where the pressure has passed past atmospheric pressure and reached negative pressure. In order to quickly and effectively create a high vacuum, mechanical means such as a mechanical vacuum pump connected to the engine crankshaft or, in some cases, an exhaust turbine, are operated to reach the desired high vacuum and complete exhaustion. This method provides a depressurized evacuation method that can be applied to all types of two-cycle engines, including the synergistic effect of the cooperative operation of spontaneous jet evacuation and mechanical suction, and the pump chamber with a stepping capacity is sufficient. You can expect great features.

Therefore, since the length can be shortened by using a part of the decompression chamber as a pump chamber, the entire exhaust system including the afterburner and the silencing mechanism can be downsized.

This feature is suitable for large and very large engines, and 20 engines will be sufficient as a basis to help understand the basis of the proposal.

The degree of vacuum repeatedly referred to as high vacuum in this proposal does not mean the upper limit that can be realized on the ground, for example, an ultra-vacuum of 1o-6, but as mentioned above, the degree of vacuum is 0.2 to 0, I KG/C.
A degree of vacuum around 0.02 to 0.01 is sufficient.
There is no need to go up to "KG/CM".

Therefore, in a small engine operating in a low speed range, the necessary degree of vacuum can be obtained only with the decompression chamber. For engine operators or very large engines with severe load fluctuations, a mechanical vacuum pump type is recommended.
Shows excellent results in driving operations, etc. Since the degree of vacuum that can be achieved to achieve the purpose of the invention is within the above-mentioned practical range, high-speed centrifugal pumps such as trickle pumps or radial pumps can be used.
The exhaust turbine performs its proper function.

The first invention based on the detailed thesis is based on the suction force derived from inertia energy similar to a solid piston in which a high temperature and pressure exhaust gas mass protrudes and escapes at high speed within a sealed enclosure. It is the utilization of pump action and is based on exhaust escape.

Conventionally, when an explosive is loaded in the center of a tube with both ends open and ignited, a high vacuum is generated in the center of the tube along with a violent gas blast ejected from both open ends of the tube.
It's already a known phenomenon. Purpera wing lift, etc.
It is also known that a vacuum is created by the phenomenon in which a gas or liquid flowing at high speed is separated from the surface of an object.

When a two-stroke cycle internal combustion engine rotates, when the expansion stroke of combustion gas approaches the end and the descending piston opens the exhaust port, 3 to 8 kg/kg protrudes from the port.
CM" high-pressure hot gas is ejected from a wide port area in an extremely short period of time, and the jet escapes through a long passage in a sealed envelope that limits expansion and depressurization around the cross section, creating a high-temperature jet gas mass that strengthens the thrusting force in that direction. rushes through the passage with an escape velocity that depends on the pressure, etc.

The distance traveled until the next explosion, that is, until the upstream side is opened by opening the air supply port, is a measure of the high vacuum generated by exhaust escape, which is the basis of the present invention.

Therefore, this can also be understood as a vacuum pump function that derives inertia energy that rushes like a solid piston.

Due to the large diameter passage, the need to rush over a long distance at high speed and in a block-like manner, the pressure wave that penetrates, and the vacuum pressure generated, the vacuum pump action is effective.
The design of the decompression chamber is determined to ensure good performance.

The means of achieving the desired high vacuum evacuation by the exhaust escape that rushes through the passage in the decompression chamber is expected to be sufficiently effective due to its extremely simple equipment and increased durability due to the omission of high-speed operating mechanical parts. At the same time, since the advantage of using most of the gas escape path in the afterburn chamber is also excellent as an additional effect, there is no practical problem with increasing the installation volume including the silencing section.

Evacuation and disappearance of residual gas using a high vacuum evacuation method without mechanically operating parts naturally has the advantage of increasing the effective gas filling rate of the mixture or fresh air and increasing the output.
This is a basic invention that is suitable for low-speed or constant-speed engines, and particularly contributes to improving various functions such as engine operating performance.

In this case, the upstream side is connected to an exhaust boat or exhaust discharge chamber, and the downstream side is connected to a sound-deadening structure, etc., and a vacuum effective space area for creating a high vacuum is created by a sealed enclosure that does not include mechanical rotating parts. , called a decompression chamber.

For example, even when the mechanical operating parts of a plurality of different types of mechanisms are spaced apart and arranged in series, the reduced-pressure air space that includes the rotating structure such as a mechanical pump is referred to as a reduced-pressure structure chamber and is explained in the text.

The next invention is characterized by dividing the cross section of the decompression chamber into a plurality of parts, restricting the expansion and depressurization of the escaping exhaust gas pressure in the diametrical direction, and strengthening and supplementing the suction action of a straight-moving solid piston. It is a way to increase the degree of Therefore, as will be described later, this means is characterized by an exhaust means and its device that can improve the after-parker efficiency and shorten the length of the decompression chamber.

When a large-diameter decompression chamber that allows the high-pressure heat flow gas nodules to escape from the exhaust outlet is divided into small sections or a collection of small-diameter pipes to increase the total cross-sectional area, the gas nodules and pressure waves cannot diffuse in the diametrical direction. By lunging only in the forward direction and minimizing the pressure drop, that is, the speed attenuation, the high-speed escape section can be extended.

In this way, by dividing the decompression chamber attached to the port in the exhaust system into small sections to expand the total cross-sectional area and widening the exhaust boat area, the protruding exhaust gas flow can be controlled over the approach distance of the flow in the pipe. After passing this point and reaching a certain speed, it rushes forward in a board-like manner.

In other words, each gas lump that rushes through the dividing surface maintains an elongated cylindrical shape with the lowest pressure attenuation, and can be made to protrude like a flat solid piston with a shortened overall thickness in the direction of travel. As a result of expanding the distance from the subsequent projecting gas flow, that is, the negative pressure space, the degree of vacuum is also increased. One way to further enhance the effect is to surround the outside with heat insulating material to create an insulating structure.The split member structure will become red hot due to the high heat conduction of the colliding exhaust gas, and as the area expands, the high temperature gas By reducing the temperature drop due to heat transfer,
This has the effect of further extending the high-speed escape section, and the unburned gas that comes into contact with the high-temperature divided structure can be given an oxidizing function as a combustor, thereby exerting a cleaning action.

When carrying out the present invention, by using the invention of Japanese Patent Application No. 52-45833 or Japanese Patent Application No. 53-31125, it is possible to make the compressed air mass forming the suggested barrier zone act as a secondary air addition source. Therefore, as a result, a synergistic effect is generated that can be expected to have the effect of the 77-turn burner.

In this way, the decompression chamber has a method of increasing the degree of vacuum by extending the escape distance of high pressure by using a subdivided cross-sectional structure, and eliminating harmful components of exhaust gas by using a heat insulating structure. This is an effective method with excellent durability, and can be used, for example, in large, low-speed engines, and in the future, small, constant-speed engines.

In a decompression means that does not have rotating or other mechanical moving parts, the structure of dividing it into small sections is such that the speed of the gas pressure part escaping within each section is increased to improve the depressurization result, including the synergistic effect described above as a depressurization method. , preferably uniform.

The following invention is effective as one of the specific means for achieving the objective.

It is characterized by providing a wide-spread joint part to connect the exhaust boat and a decompression chamber that is larger than the area of the boat and has a structure divided into small sections, and that a plurality of wide-spread air flow plates are arranged inside. , distributes passing airflow to equalize pressure,
The gist of this paper is a method and structure that aim to improve the depressurizing effect by equalizing the flow velocity and nodule thickness.

If the decompression chamber has a circular or elliptical cross-section, it can be distributed like a megaphone, if it is square or rectangular, it can be distributed according to that shape, or by a multiple spiral plate structure in which trapezoidal plates are accumulated and arranged in a wide-spread configuration. In other words, in order to prevent the pressure of the protruding high-speed exhaust flow from concentrating in the center, the distribution means should be appropriately assigned to the towing structure of the solace plate, that is, the density of the air flow passing over each section should be adjusted. As much as possible, the speed and the thickness of the nodule air column are averaged, and turbulence and heat generation due to local differences caused by ongoing changes are minimized, thereby improving the decompression effect, that is, the vacuum generation function. Moreover, it is characterized in that it prevents an adverse effect on downstream silencing devices.

In this way, in order to minimize the attenuation of the high-speed dynamic inertia of the projecting flow and maintain the correlation between pressure waves and gas lumps, following the measures of making the decompression chamber into a subdivided pipe type and using a wide-spread joint,
One of the means for equalizing the flow in the compartment direction is to cut and separate the small compartment decompression chamber into a plurality of parts, and use the space provided at the connection part as the pressure equalization chamber.

In the case of a plurality of decompression chambers arranged in series in this way, the cross-sectional area of the built-in compartments can be made larger or smaller, or the corresponding compartments can be arranged in a different diameter arrangement.

It is also advantageous to shorten the length of the collecting pipe small sections built in one of the decompression chambers connected by the pressure equalization chamber and connect a plurality of them, and to fix them at different diameters or at different positions as described above. This is one of the methods.

In an exhaust system configuration with multiple pressure equalization chambers, the high and low pressures generated by the exhaust jets passing through the pressure equalization chambers directly or indirectly from each chamber are controlled by the exhaust discharge base or command. For example, the blowhole in the exhaust discharge chamber can be used as the power source for opening and closing the valve directly to generate a cutoff zone. As an indirect method, it can be used as a starting source for sensors or switches.

Fine control is possible using the sum, difference, and product of multiple commands, so even in the case of a single pressure equalization chamber, it can be adopted in an appropriate model.

Furthermore, in other words, the time for the exhaust pressure that has passed through the exhaust port to reach the pressure equalization chamber is determined by the delay interval including the rotation speed determined in relation to the distance of the pressure equalization chamber and the length of the decompression chamber. Therefore, a piston valve is installed at an appropriate position, and the reached pressure is used as a means of operating the valve, and outside air at atmospheric pressure is directly introduced into the discharge chamber, which has become a vacuum due to exhaust escape, and is blown out. It can be changed to a direct-acting method that generates the air, or an indirect method that uses a pressure sensor to replace the electric signal with this method, so that it can naturally utilize atmospheric pressure and control the amplification of a separately provided pressurized air source. The feature is that it can also be used as a command device for supercharging means.

The present invention is achieved by connecting an exhaust turbine structure to a decompression chamber, and is a method suitable even for large-scale engines with severe load fluctuations.

In other words, by using the exhaust air blowing energy as the true driving force of the turbine and accumulating its inertia to make one rotation,
The main method is to accumulate the high vacuum of a directly connected vacuum pump in a tank, and use a communication mechanism to synchronize it with the end of exhaust blowing, and use a valve mechanism to suction and exhaust the residual gas in the cylinder to achieve vacuum evacuation. .

Therefore, gas suction can be started even before the cylinder internal pressure drops to atmospheric pressure, so gas suction and blown exhaust flow can be operated in parallel, resulting in increased efficiency until the start of air supply. By setting the crank angle to be narrower and therefore reversing the perspective, there is a gain in delaying the opening of the exhaust port and making full use of the explosion expansion energy.

If the start of exhaust air is delayed and the crank angle to the start of air intake is widened, the escape lump of the exhaust air outlet will generate an appropriate negative pressure, so the vacuum pump will only have to work a little. Connecting a compression pump, patent application 1972
It can also be used as a high-pressure gas source for the generation of barrier gas according to No. 45833.

When a driving body such as an exhaust turbine and a vacuum suction structure are connected to the exhaust port, the length of the decompression chamber can be extremely shortened due to the cooperative effect of the exhaust vacuum operation through parallel operation.
For special models, priority is given to using the decompression chamber as an afterburner.

The auxiliary device for reducing the pressure of the vacuum evacuation device related to the implementation of the present invention is constituted by the technical range of rotary pumps including a high-speed centrifugal exhaust turbine, such as ordinary axial flow pumps or radial pumps. . Therefore, even if not explained in detail, common sense handling is included, and for example, explanations of a pair of stationary blades, a combination of rotor blades, a multi-stage type, etc. are also omitted.

The invention will be explained in detail again.

The gas mass and pressure waves that jet through the rotating impeller or turbine blade of the centrifugal or axial flow turbine connected to the exhaust port further increase the speed and accumulate the force of the rotation. At the end of the exhaust blowout, for example, the lift force of the turbine blades is converted into suction action, which results in the vacuum pump function, and the remaining gas is strongly suctioned and discharged under negative pressure. The desired high vacuum can be achieved inside the cylinder.

It is essential that this means contributes to the generation of a high vacuum for a certain period of time after the end of exhaust blowing.

The crank angle from the opening of the exhaust boat to the end of the exhaust is
It differs depending on the engine characteristics and is not the same depending on the rotation speed. In the case of ordinary low-speed or constant-speed engines, young or large engines,
Exhaust blowing ends when the exhaust port opens approximately 10 degrees, and the cylinder internal pressure decreases to near atmospheric pressure. However, the change in efficiency and performance related to the progress of the process is small, and the main factor is that the higher the gas pressure of the exhaust blowout, the sooner it ends.
Therefore, the opening angle of the exhaust port is greatly influenced.

In the method of the present invention, after opening the exhaust port, at least 2
The minimum necessary conditions for setting the air supply boat to open after passing 0 degrees are determined.

In relation to this angle and the vacuum suction force, etc., the key to achieving high vacuum evacuation in as short a time as possible before opening the supply bolt is to study the vacuum shape of the impeller or blade.

These must be determined by appropriate experiments and studies of the functional points for the generation of the driving force as well as for the generation of the pump suction force, and the possibility of obtaining better results must be explored.

When exhaust blowing, high vacuum evacuation, and supply of mixture or fresh air are repeated alternately and precisely, for example at pulsating timing, during the cycle, the 180 degrees with the top dead center as the boundary are directly related to the exhaust. It is a movement without a beam, and it is a super large engine, etc.
In a compound type engine, in which the exhaust turbine shaft is connected to the crankshaft and the turbine and crankshaft driving force are transferred in response to fluctuating loads, the rotation of the turbine does not decrease even at low speeds. In such a design having sufficient vacuum capacity, it is also effective to continuously store vacuum power in a separately provided tank or the like and achieve reduced pressure exhaust by operating a rotary valve or the like.

Next, an invention relating to the prevention or supercharging of air vents, in which a compression pump is connected to the exhaust turbine, will be detailed.

In order to achieve high vacuum, it is important to research true molds, etc., but the goal can also be achieved by high-speed rotation and extending the suction time.

The acceleration period due to the exhaust blowout is around 5 to 15 degrees, and the higher the gas pressure of the protruding jet, the faster the rotation will be, and it will end at a narrower angle, and the subsequent decompression stroke will start at a crank angle of about 15 degrees.
The range of about 60 degrees is the exhaust depressurization time.As mentioned above, during the period when no vacuum force is stored in the tank, the exhaust turbine idles and does no work, so it is a rotation range due to inertia.

Therefore, in this case, if there is a margin in the acceleration energy of the rotating turbine, it can be used as a supercharging source by connecting a compression pump with a sufficient margin.

Therefore, it is necessary to significantly improve the filling rate by high vacuum evacuation and supercharging, and to use pressurized air for creating a barrier band as proposed in Japanese Patent Application No. 52-45833 or Sho-31125. Including incidental effects that can be used together as a source,
The engine of the present invention will be equipped with a mechanical system that can be expected to provide benefits such as increased output, fuel efficiency, and purification of exhaust gas over current 4-cycle turbocharged engines, making it possible to produce a truly advanced internal combustion engine. As for the mechanical structure of the exhaust control valve, the air pressure during the closing action is 2 KG/CM" or less, so a low-pressure valve structure is sufficient. Therefore, except for special high-pressure applications, a disc valve is suitable.

However, due to constraints such as high-speed intermittent action and the necessity of being connected to a high-temperature exhaust structure, the disk body is made of a material with a low friction coefficient, such as a carbon-based base material mixed with copper fiber, etc. Even so, special lubrication means are required.

That is, the lubricating oil component contained in the exhaust gas also passes through the vicinity of the two-stroke engine boat, and the amount of droplets that are retained is often sufficient, so it is considered that simple refueling is sufficient.

However, in large engines, high-speed engines, etc., the disk body becomes hot due to conduction heat, and fine particles such as precipitated tar or metal residues contained in lubricating oil pass along with the exhaust flow. At this time, accidents such as sticking to the disk body and seizure eventually occur.

In addition, in the present invention, due to the essential mechanism of intervening a decompression vacuum stroke during the cycle, liquids such as lubricating oil disappear every cycle according to the vacuum evaporation effect, and this point can be expected to have a good additional effect. However, depending on the bridge, there is a risk that the insufficient cooling effect may induce defective failures.

Specifically, in the case of a disk valve, when the high-temperature exhaust flow protrudes from the port, it only passes through the gate hole and the disk body is covered, so it directly heats the area around the valve body like a mushroom valve. do not.

Since it is a thin disk valve, the surface exposed to contact heating or radiant heat of the incandescent air stream is small, and only the conductive heat from the connection parts such as the cover needs to be considered.

At the moment when the exhaust discharge chamber reaches a high vacuum, pressurized airflow is forced into the contact surface gap of the valve structure in synchronization with engine rotation, and then about 300 minutes until vacuum scavenging starts again.
In the case of the present invention, which uses a lubrication method that includes cooling and cutting off conductive heat by continuing pressure feeding even during the elapse of a crank angle of degrees, the higher the flow rate of pressurized air, the better the results.

The amount that flows away acts effectively as secondary air passing through the exhaust system, and at the same time, the pressurized air has the effect of a sealing material that assists the intermittent action of the valve, and cools the area below the exhaust boat near the gate hole from within, and also cools the area during combustion. This is an excellent lubrication method that has features such as the ability to blow away generated foreign matter, such as the tar residue mentioned above.

As mentioned above, the basis for controlling the filling efficiency is the comparison of the gap volume at the beginning of air supply, and the difference in the amount of residual gas contained therein is one of the origins of the present invention. When comparing cycle engines and 2-cycle engines,
The cylinder volume value at the start of air supply is significantly different.

The former is a mechanism in which gas is sucked in through a suction valve by the vacuum suction force generated as the piston descends, starting immediately after the top dead center of the minimum clearance volume.

Therefore, in a spark ignition type gasoline intake engine, atomized fuel rushes into the cylinder as an air-fuel mixture, riding on the air flow accelerated by the pentieri that passes through the carburetor throttle valve gap.

That is, the mechanical action during this period is a continuous action during one crank revolution that progresses according to the expanding cylinder volume. Therefore, the stroke cannot be changed with respect to the rotation angle. As far as negative pressure is used, even if turbocharging is performed, including strengthening the filling rate during high-speed rotation, it is not possible to shorten the intake time.
Therefore, it is determined to be about 2 rotations.

The latter is governed by the absolute condition of starting air supply when the cylinder space has expanded to around 80° of the stroke volume, that is, close to the maximum value. The solution is to create a difference in the cylinder internal pressure using a pressurizing means that increases the supply pressure, so the time filling amount is determined by the differential pressure. Air supply can be completed within a certain amount of time.

The method of widening the crank angle between the exhaust air blowout and the start of air supply, which is proposed as a basic means of the present invention, results in the lengthening of the time period in which negative pressure is generated. A sufficiently high vacuum is generated.

Therefore, as a result of the high vacuum pressure being added to the supply pressure, the synergistic gain of increasing the total differential pressure and drastically reducing harmful residual gas is a mechanism that contributes most effectively to the completion of instantaneous air supply. Become.

These features are also effectively exhibited in fuel injection systems such as compression ignition engines that supply air using a compression pump.

Furthermore, when supplying gas by prepressuring the crank chamber, it is possible to achieve instantaneous supply of air either by pressurizing the supercharging pump or the like.

As has been repeatedly explained in detail, the origin of the present invention lies in the high vacuum state generated by a spontaneous mechanism, that is, after exhausting ultra-trace amounts of harmful residual gases, atmospheric pressure or even more pressurized fresh air,
Alternatively, the idea is to rush the mixture.

According to the conventional scavenging method, exhaust gas is expelled or pushed out by a supply air flow, and a portion of fresh air is also blown through for cleaning. This is the established theory.

Therefore, it is impossible to break away from mixed scavenging with the concept based on the supply/exhaust theory of the challenge stage, which considers measurement of filling efficiency or scavenging efficiency by gas analysis methods or methods using tracer gas.

Therefore, at this theoretical stage, progress in two-stroke engines is undesirable and impossible.

The basic idea of the present invention is to expand the effect of the depressurization stroke that further lowers the cylinder internal pressure, which has dropped to atmospheric pressure at the end of exhaust blowing, and relies on the exhaust system.

It is hidden in exhaust gas nodules. In order to strengthen the suction and discharge power of exhaust energy, this air intake system features the development of a vacuum pump function and the installation of new equipment, and has completed a completely stratified air supply method that relies on instantaneous air supply and is not based on conventional scavenging theory. It is an invention of

In the case of constant-speed engines used in the low- to medium-speed rotation range, the necessity of pushing pressurized gas through a pump device, which is the case with two-cycle engines, disappears, and air is supplied by the gas flow sucked into the vacuum pressure of the cylinder. is completed, therefore, for example, the air supply side may simply be open to the atmosphere.

In other words, the discharge pressure of the supply air (scavenge air) pump in a compression ignition engine, etc. can be omitted by the equivalent of atmospheric pressure, and therefore the gain for the driving force is large, except in the case of high-pressure supercharging. , it has the characteristic that supercharging effects can be obtained even with normally low-pressure centrifugal or axial fans.

Furthermore, the effect of the depressurization stroke yields even newer gains in the case of a gasoline engine with crankcase preload.

The mixture pressure that rushes into the cylinder when the air supply port is opened can be regarded as high-pressure gas with added negative pressure. In other words, the air supply capacity is strengthened in the same way as when the rush pressure from the air supply port to the cylinder is increased, resulting in an increase in charging efficiency, and therefore,
Similar to the supercharging means, the amount of charged air-fuel mixture increases and the output is greatly improved.

In addition, as will be described later, by replacing the intake air in the crank chamber with air and feeding it to the exhaust discharge chamber, blowing of the intake air-fuel mixture can be prevented and supercharging, and furthermore, stratified lean combustion means can be used. It can be developed to.

The development of a method to improve the filling rate using a control valve in a two-stroke engine has been in practice for a long time, but since it did not include a pressure reduction stroke, the scope of improvement was small.

However, in large diesel engines and the like, since the overall amount of gain increases, it is put into practical use to overcome failures caused by deposited tar on metal rotating parts.

The scavenging port control valves developed by five companies were further advanced and developed into exhaust port control valves, and company M followed the same process to prevent asymmetry due to the mechanism of post-supercharging and the start of the compression stroke following the closing of the scavenging holes. A type of exhaust port control valve has been completed, and ships equipped with ultra-large diesel engines, such as engines with over 50,000 horsepower, are now in service.

However, due to insufficient progress in elucidating the exhaust stroke theory and errors occurring, there was no idea for high vacuum exhaust, and therefore,
Due to the large amount of residual gas, even high scavenging pump pressure cannot compensate for the decrease in charging efficiency, leaving room for progress in terms of supercharging and effective compression starting point, and a solution to this problem remains. , significant profits can be expected.

The origin of the present invention is the high vacuum scavenging method.

By widening the crank angle between the exhaust and intake boats, 0.
Residual air in the cylinder is discharged using a high vacuum of 1 to 0.2 KG/CM, and a spontaneous instant air supply is established in which the supply air rushes into the cylinder at the same time as the supply boat is opened.

In a conventional two-stroke engine, the supply air (
Scavenging) It is a well-established theory that the initial cylinder pressure is near atmospheric pressure and that the high scavenging pressure of the pump is used to push out the residual gas.For example, high-speed engines with roots blowers and exhaust turbo superchargers are manufactured. .

The high-vacuum scavenging method basically allows a single path of a pressurized scavenging pump, so sufficient filling and supercharging can be achieved with the exhaust turbo alone, except when waiting for startup. That is, in the case where the blow-through by air in the exhaust discharge chamber is only a means of constructing a control valve with a cutoff zone of 0, and in the case where a disk valve is additionally installed on the wall of the discharge chamber,
In addition, the course of the rotational operation differs depending on the selection of methods such as introducing atmospheric air into the decompression chamber and using it as a secondary air source for afterburn, and canceling the vacuum influence on the upstream cylinder. The basic common features when the scavenging pump is omitted are as follows.

The upper end of the descending piston begins to open the exhaust port, and exhaust gas begins to blow out.As the cylinder nears its end, the pressure inside the cylinder exceeds atmospheric pressure and negative pressure begins.

The decompression effect works and as the stroke progresses, the cylinder reaches the desired high vacuum.The piston descends around 20 to 60 degrees before bottom dead center and opens the intake boat, thus creating a negative pressure and high vacuum inside the cylinder. is in communication with the high vacuum of the exhaust system decompression chamber, and the intake gas rushing in from the intake boat fills the cylinder and begins to advance to the decompression chamber through the communication hole of the exhaust discharge chamber via the exhaust port.

- Therefore, at this time, pressurized air is forced into the exhaust discharge chamber to create a cutoff zone in the atrium, or the protruding communication to the decompression chamber is blocked by a disc valve installed on the wall of the discharge chamber, or both are blocked. By using them together, it can be used as a supercharging means.

The suction air that is being drawn into the high vacuum and filling up increases the pressure inside the cylinder until it equals the pressure of its source. Therefore, if the air supply source is the atmosphere, the pressure is up to atmospheric pressure, and if the discharge pressure of the mechanical pump is 2 KG/CM, it is also 2 KG/CM.
CM'', that is, the instantaneous intake progresses until it reaches equilibrium with the supply source pressure.

In reality, the filling efficiency is determined by the intake conditions which vary depending on the resistance of the intake pipe or the operating conditions, but the description of the above conditions is sufficient for a general explanation of the mechanical action.

The intake air flow, which is supplied from the atmosphere and enters from the boat, finishes filling at the boat closure. By the start of the ascent stroke, a barrier is established in the exhaust discharge chamber and pressurized air flows back from the boat and begins to supplement the cylinder.

Therefore, blow-by does not naturally occur due to the pressure air in the discharge chamber, which is higher than the cylinder internal pressure, and compression starts just before the intake boat closes, and depends on the control of the amount of auxiliary charging air while the exhaust port is closed. Thus, the desired stage of filling including supercharging can be completed.

The atrium is a cut-off zone, that is, the air source for the air lump type exhaust hole control valve (abbreviated as 9-atmosphere type control valve) is a crank chamber pre-pressure or an exhaust turbine pump, so it is possible to use already developed technology. There is no problem with the technical system of the detailed mechanism.

When rotating a spark-ignition type gasoline mixture intake type two-stroke cycle engine, a compression-ignition type two-stroke cycle type diesel engine, or a hybrid method such as a fuel injection type spark-ignition gasoline two-stroke engine. In explaining the main points of implementation, there are many points that overlap with the main text, but at the same time there are basic differences, such as:
In the case of a fuel injection engine, the fuel does not blow through, but the scavenging air blows through, etc., and there is no change in the features of the invention regarding the fundamental residual gas and other aspects.Therefore, the description in the consecutive articles is omitted.

In implementing the present invention, new features and equipment added to the conventional engine are added to the cost.

Therefore, there may be objections to changes in the area of two-stroke engines, which are simple in structure, light in weight, small in size, cheap to produce, and have excellent durability.

However, what is important is the fuel consumption rate for output, the production price, and the superiority or inferiority of maintenance durability and handling performance.

The two-stroke engine mechanism developed by Mr. Clark continues to be vital even today, 100 years after its invention.
Particularly in large marine engines, they are the mainstream.

However, since its inception, the problems that have arisen naturally due to the increase in speed of engines and have been pointed out as a fundamental point of view have not been resolved and are considered impossible to this day.

The loss of air-fuel mixture or fresh air passing through, that is, the blowout during the exhaust stroke, is due to the current umbrella, which results in poor fuel efficiency, and it is difficult to eliminate harmful components such as raw gas contained in the exhaust, and compression ignition type In this case, no fuel loss occurs, but the blow-through of scavenging air has a large effect on pump power loss, and the scavenging is insufficient due to residual gas, causing problems such as irregular ignition in the low speed range, unpleasant vibrations, and exhaust noise. Therefore, advances in the field of land transportation, such as four-stroke engines, are reaching a crossroads of decline along with exhaust gas regulations.

Fuel is a finite and precious resource, so four-stroke engines, which have been extensively researched and tested, cannot be expected to save much.

The key to solving deficiencies, improving features, and improving fuel efficiency is to review the engine's air supply and exhaust system.

As a result, even though it is a newly created two-stroke cycle engine based on the invention of a new theory and method regarding residual gas, the addition of new mechanisms is only minor, and the manufacturing-related proprietary price is reduced. The ratio is small, yet it is possible to wipe out the traditional flaws and preserve the features.

Not only does it have extremely high output, it is compact and lightweight, but when compared to a 4-cycle engine, it can significantly reduce the price of the engine at the same rated output, and it also offers significant new economic benefits in terms of fuel efficiency and fuel efficiency. .

Please refer to the prescribed accompanying drawings as materials for understanding the concept of the invention.
Repeat the explanation.

FIG. 1A-B-C-D-E-F are schematic diagrams of basic operating conditions. Chart 1 is a valve opening/closing timing diagram for a spark ignition engine, and Chart 2 is a compression ignition engine valve opening/closing timing chart, which also shows the mechanism at that time.

The gist of Figure 1 is to show the new mechanism, function, and action developed by the present invention.The flow of gas passing through the cylinder and exhaust system when the crank is in the position indicated by the arrows A to F on the outer periphery of the diagram. A cross-sectional view is presented to help you understand, so we will explain it in detail below.

Immediately after the A0 ignition explosion, piston-2 is being pushed down at maximum pressure.

Blowout starts from Bo exhaust port-10, explosive gas-1
The tip of the gas nozzle 1 becomes a protruding gas nodule 13 and is ejected into the exhaust discharge chamber.

The C0 projecting gas nodules-13 and the high-pressure exhaust gas-12 are escaping from the decompression chamber-15, so the inside of the 7 Linder-3 exceeds the atmospheric pressure and a negative pressure vacuum-16 is generated, and the exhaust gas nodules continue to flow. -12 to 13 show the progress of the reduced pressure imitation.

The D6 piston-2 is approaching the bottom dead center and is located just before the air supply boat-9 opens. The vicinity of the exhaust discharge chamber 14, which is strongly controlled and sucked by the protruding gas nodules 13 to 12, is a vacuum region 16, and the inside of the cylinder 3 is a high vacuum generation region 17. Therefore, at this time, the harmful residual gas has disappeared.

E0 intake boat - 9 Depending on the opening, fresh air or mixture -
40 instantaneously rushes into the cylinder 3 and is filled with supply air due to the total differential pressure between the negative pressure in the high vacuum generation area 17 and the high pressure in the former.

The leading part of the air supply is a protruding gas lump that has escaped the exhaust system.
Due to the vacuum caused by the forced suction effect due to the influence of 12 and 13, the exhaust rushes around the boat 10 in an attempt to blow through from the exhaust port 10 to the exhaust downstream.

At this time, the cutoff zone control valve 26 is opened, and the pressurized atrium begins to generate a cutoff zone 19 in the exhaust discharge chamber 14. The leading end of 40 is pushed back into the cylinder, so no fresh air or mixture can blow through.

In the crank chamber preload type engine, compression progresses due to the lower surface of the piece stone falling at this time, that is, the preload starts from the arrow A point past the top dead center, so the high supply pressure is maintained even after the bottom dead center. At the same time, since the crank angle for closing the intake boat 9 is small, the intake boat closes with a slight rise of the piston 2. Therefore, the balance between the inflow inertia and the barrier band pressure corresponds to each other, so there is no blowback. The rise in internal pressure in Series 2 and 3 when the exhaust boat is closed is completely prevented from blowing through, including the cutoff band pressure or the disc valve type described later, so the piston starts to rise immediately at the beginning of the compression stroke. This is a new feature not found in conventional engines.

F0 As described above, the air supply stroke to the cylinder cylinder 3 is completed by closing the intake boat 9, and the compression stroke begins.

Therefore, if the cut-off zone pressure of the exhaust discharge chamber-14 is higher than the internal pressure of the cylinder 3, which is rising, the exhaust boat-10
The fresh air or mixture -40 that is about to blow through is pushed back into the cylinder 3 by a reverse wave, and since the cylinder internal pressure is normally around 0.7 to 0.8 KG/CM, in this case it is shut off. When the strip air source is at atmospheric pressure, the two are almost balanced.

A slight supercharging is also possible by adjusting the opening period of the control valve 26.

However, for this purpose, the following points must be kept in mind.

The pressurized air mass forming the cutoff zone 19 is subjected to forced suction by the protruding gas mass escaping downstream of the exhaust system, and therefore the control valve and suction passage are made large in diameter to match the suction force. things are required. However, it is not necessary when a cutoff valve such as a disc valve is provided between the exhaust discharge chamber 14 or the boat 10 and the exhaust system including the decompression chamber.

As described above, the present invention can achieve high charging efficiency similar to a slight supercharging effect by relying on instantaneous air supply, which is a feature of the present invention.

However, if high-pressure supercharging of 1.2 to 2 KG/CM or more is required, the assistance of a compression pump is naturally required, and the exhaust turbine method shown in Figure 13 and below is preferable, and furthermore, the method shown in Figure 9 The cooperation of the centrifugal vacuum pump shown below is required.

The two-stroke internal combustion engine rotated by the detailed new mechanism is the explanation of FIG. 1, and is the basic operation underlying the various inventions described in Section 1 and below.

In this arJA, piston-2 rises and exhaust port-1
Until 0 is closed, the atrium cannot clear the barrier zone -19.

In a non-supercharged engine, the internal pressure around -10 (exhaust bow) rises to around 1.5 KG/CM2i (a) at the valve closing time, so the cutoff band pressure due to gas is even higher than this value. The angle position of the air nozzle 7 and the valve opening timing must be maintained or the angular position of the air nozzle 7 and the valve opening timing must be devised.Using back pressure has been mentioned above, but in cases other than small constant speed types, it is necessary to In addition to the feeding system, in the case of a supercharging type, it is naturally advantageous and desirable to use a method in which the exhaust discharge chamber is closed off using a disk valve.

Further, in this case, depending on the characteristics of the engine, it is often economical to supply the barrier air with only a compression pump.

For disc valves that require high-speed rotation in high-temperature areas, the lower limit of rotation is 1 crank rotation, and if the rotation is slow, even a slight deviation in the hole will affect the control of opening and closing timing.

Due to the large temperature difference, the fitting insertion part needs to be loose, and a mechanical sealing method is quick to provide sufficient clearance. In the method of lubricating by using air flow, the amount of air blown helps to create a barrier zone, and it is also an excellent cooling method that can be used as secondary air.

Therefore, the configuration for contributing to the generation, control, and maintenance of the barrier zone for exhaust gas control is easy, and the power consumption is small.

Explanation regarding supercharging is omitted.

The cross section A-B in FIG. 2 shows that the protruding gas mass is equipped with a honeycomb-shaped or composite tube-shaped inner tube, depending on the airflow solace plate structure.
It shows a situation where the pressure is being evenly distributed in the enlarged decompression chamber. C indicates a collecting pipe type.

ABC in FIG. 3 is a cross section in the direction of arrows.

Explanation of Figures 4 and 5 is omitted.

Chart 3 shows the cylinder, exhaust port, exhaust discharge chamber, and valve opening/closing timing diagram in the crank chamber of a crank chamber preloaded internal combustion engine. A and B are for the former, and C is for the inside of the crank chamber. .

The outer arrows F and D correspond to Figures 1 and 2.

At the descending end of the piston-2, the carburetor communication hole-44 of the disc valve-25 is closed, so that the gas compressed by the lower surface of the piston in the crank chamber-4 is reduced to the stroke volume of the piston-2. It contracts by an equivalent amount, which causes the pressure to rise.

The subsequent descent of the piston 2 opens the intake boat 9, and the pressurized system gas (fresh air or air mixture) filling the crank chamber 4 and the gas transfer passage 18 is transferred to a high vacuum state. It begins to enter cylinder 3 and ends momentarily during a narrow crank angle due to the high differential pressure. This is the flow situation at position E in Figure 1.

The piston 2, which continues to move, rises past the bottom dead center and its upper end closes the air supply boat 9, thus completing the air supply stroke.

At this time, the disc valve-25 is synchronized with the crankshaft.
The carburetor communication hole is opened, and the carburetor is opened to the atmosphere via the communication hole 44 to the crank chamber 4, where a weak negative pressure is generated due to the inertia of the air flowing into and out of the cylinder 3. The system is started by sucking in the air-fuel mixture that has passed through the -20 throttle valve or, in the case of a compression ignition engine without a carburetor, the air that has passed through the opening as an air source.

The suction of system gas into the crank chamber continues until piston-2 passes through top dead center.

Therefore, at this time, the upper end surface of the piston 2 is in a position to start igniting and burning the unsightly mixture of fresh air that has gathered pressure in the top dead center gap, ie, the combustion chamber, as the compression stroke progresses following the completion of the intake stroke.

Piston 2, which has entered the explosion stroke, begins to descend due to gas expansion, and is pushed downward by the intense explosion pressure, and begins to exert driving force for the crankshaft.

The communication hole of the synchronized disc valve 25 is closed, so that the lower surface of the piston continues to compress the system gas in the crank chamber.

The related mechanism described in detail is a mechanism that rotates a normal two-stroke engine, and the operation description at the missing parts F and D of A-B in Figure 3 [The atrium can be accessed in the control area. , and reduced pressure vacuum] refers to the mechanism of utilizing the air pressure generated inside the cylinder 3 while the engine is rotating, as described above, and is an explanation of the new operation developed according to the present invention. be.

The harmful residual gas is eliminated by the decompression vacuum stroke at the end of the exhaust blowout, the instantaneous air supply is ended at a short crank angle, and the generated blowout can achieve the desired supercharging with the pressurized gas that forms the control area. It is an object of the present invention to provide a two-stroke stroke type internal combustion engine, which is characterized by a slight increase in new mechanical parts and production costs.

Figure 6 shows a plurality of decompression chambers connected and assembled by pressure equalization chambers,
For example, a configuration of a pressure-sensitive sensor is shown in which a honeycomb-shaped internal intubation tube or a composite tube decompression chamber and an airflow solace plate are overlapped. Depending on the model, there may be two or more pressure equalizing chambers.

Explanation of FIGS. 7 and 8 is omitted.

Regarding the content of FIG. 9 showing a reaction type or impulse type turbine mechanism connected to the exhaust passage 33.

In a normal usage method, a centrifugal compression pump, for example, is rotated as a driving mechanical source as the prime mover of the device by taking advantage of its high-speed rotation characteristics.

The engine of the present invention is based on a technique that involves a vacuum scavenging stroke, and its basic idea is based on the inertial energy of the protruding gas mass escaping through a long vacuum chamber passage.

Therefore, it is important to solve this problem, which is a design basis that requires a length of exhaust path that corresponds to the rotation and ejection pressure.

The energy of the gas ejected from the exhaust gas causes the turbine blades to rotate at extremely high speeds, but the end of the blowout is not the end of rotation. An appropriate force storage mechanism, such as a flyhole, maintains the inertia, and the lift of the blade generates a vacuum area on the lower surface of the blade, where vacuum suction begins, and is therefore diluted by inertial rotation after the end of blowout. Continue to suck out more gas.

From the point of view of efficiency, it is important to research turbine blades that serve both purposes; however, depending on the time elapsed after the exhaust reaches atmospheric pressure at the end of exhaust blowing, the practical 0.1 to 0.2 K
G/CM'' degree of vacuum and eliminates harmful residual gas. Therefore, in the case of small or low-speed engines, the purpose can be fully achieved, the length of the decompression chamber can be shortened, and the crank angle of the decompression stroke can be reduced. It can be reduced, back pressure is kept to a minimum, and rotation speed,
Vacuum can be generated in response to engines with severe load factor fluctuations.

As suggested, installing a vacuum tank is also an effective method.

FIG. 10 presents a method for rotating a two-stroke engine by means of a forced pump vacuum vacuum circuit. The Liao centrifugal vacuum pump-32 connected to the exhaust turbine-30 is rotated by the exhaust protrusion, and the disc valve-25 is closed.
The vacuum pump gas passage below the air source vent hole 43 is regarded as a vacuum tank, and the volume is secured by appropriately widening the pipe, etc., and the desired high vacuum is achieved depending on the operating vacuum pump 32. At the time reached, the air source vent-43 is set to open in response to the atmospheric pressure or desired negative pressure near the exhaust boat, which is generated when the exhaust airflow passes through the decompression chamber exhaust system and escapes, so that the air source vent 43 is opened instantaneously. The method of suctioning and discharging residual gas is to reduce the crank angle of the vacuum.

Therefore, a suitable device is provided as a vacuum means for reducing pressure in a high-speed engine or an engine with severe changes in rotational speed or load fluctuation rate.

A scavenging pump has traditionally been considered an essential element in two-stroke engines. For example, crank chamber sealed type, cylinder bottom sealed type,
The worst aspect of the idea of supplying air by creating pressurized air with a reciprocating, rotary, or centrifugal compression pump and pushing out the exhaust gas is harmful residual air, and it is difficult to use a 4-cycle engine. This has been a problem since its birth, as it has not been able to win the struggle for survival.

Having detailed the defects of the two-stroke engine, the exhaust turbine-driven high-speed centrifugal vacuum pump shown in Fig. 10,
The present invention, which replaces the compressed pressure type scavenging pump, not only solves the deficiencies, but also promises significant progress even in the field of medium-sized high-speed engines.

The atmospheric pressure type atrium, which is based on the intake boat opening on the side of the cylinder and the air source vent on the throttle boat, is based on the reduced pressure vacuum pump circuit, which is mainly composed of an exhaust turbine type centrifugal vacuum bongo structure that includes control, etc. It breathed new life into the two-stroke internal combustion engine and gave it a new level of rotation.

FIG. 10 is a diagram of a compression ignition engine. However, it is also theoretically possible to rotate two-stroke engines such as a fuel injection spark ignition hybrid engine and a carburetor spark ignition engine using the same structural idea.

FIG. 11 is a plan view of the two-cylinder engine, cut along the gas passage.

This is the advanced type shown in Fig. 9, in which two exhaust passages and a disk valve are interlocked, and the combined protruding gas alternately rotates the exhaust turbine 30 to generate a high vacuum. Suitable for low speed and constant speed engines.

Figure 12 is a plan view of a two-cylinder engine equipped with a forced pump decompression vacuum circuit, cut along the gas passage, and shows two exhaust passages and two exhaust turbines that operate one coaxial centrifugal vacuum pump at a 180 degree angle. It is driven alternately depending on the delayed ejection gas.

As in FIG. 11, a single disc valve can function satisfactorily.

The atmosphere entering from the intake boat-9 and the turbine-30 enter the reduced pressure vacuum area generated by the inertial operation of the exhaust turbine-30.
The pressurized air discharged by the centrifugal compression pump 31 connected to the is blown into the exhaust discharge chamber 14, and the atrium is connected to the cutoff zone 19.
FIG. 13 shows an engine in which a part -21 of the cylinder is formed to protrude into the cylinder to increase the filling rate.

Figure 15 shows a pure supercharging engine in which the intake air at port 9 is compressed air by a compression pump 31, and the exhaust turbine 30
This method reduces the crank angle of the exhaust blowing decompression vacuum means, including the decompression chamber as the drive source, and is therefore suitable for high-speed rotation, for engines with severe load fluctuations, and for large engines. .

13 and 15 show a compression ignition diesel engine. There are no fundamental changes in designing a fuel-injected spark-ignition hybrid engine. An injection nozzle may be added to the intake pipe or port 9 or cylinder head 1.

An example of a supercharging spark ignition type carburetor type in which an exhaust turbine 30 and a compression pump 31 are directly connected to the exhaust system is shown below.
It is presented in FIGS. 16 and 17.

In FIG. 18, the pressure of the pressurized mixture is further increased by manual pressure in the crank chamber, but it can be directly connected to the intake boat 9 without prepressuring the crank chamber.

These means are basic and principle developments of the present invention,
For example, it is suitable for automobile engines, outboard motors, or small light aircraft engines.

FIG. 19 shows an advanced exhaust turbine supercharged two-cylinder spark ignition engine of the present invention. FIG. 3 is an explanatory diagram of a plane cut along a gas passage.

Two exhaust turbines 30 are connected coaxially to the exhaust passages 33 of the two cylinders, and a compression pump and a vacuum pump are provided on the shafts. Thus, the exhaust flow alternately projects at 180 degree intervals to continuously create high pressure air and the desired vacuum condition.

Figure 20, which shows the cylinder in high vacuum just before the opening of the air supply boat, shows a cross section of the upper cylinder system, and the piston in Figure 21, which shows the upper row before ignition, is connected to the coaxial crank by a connecting rod. The upper disc valve 25 has an exhaust system communication hole 42 and a vacuum pump communication hole 47 open therein. That is, the upper side of the turbine 30 (as viewed directly in the drawing) derives a vacuum pump action based on inertial operation and cooperates with the vacuum pump 32 to achieve a high vacuum in the cylinder, and the other side The disc valve of is closed, and therefore the pressure of the compression pump 31 generated in both pressurized air source passages 46 passes through the vaporizer 20 and reaches the intake port 9 of the vacuum pump 32. An example of a combination in which the compressor pump 31 and the compressor pump 31 are made independent and separated is shown in FIG.

The reason why a fuel system such as an injection nozzle or a carburetor is omitted is due to a change in the design of the ignition means, as described in detail above. Therefore, the number of drawings is omitted without specifying.

As shown in FIG. 24-38, the exhaust turbine pumps -31 and -32 can be directly or indirectly operated together by an interlocking mechanism.

In the gasoline engine of the present invention, a method is described in which a part of the pressurized air forming a cut-off zone is reversely flown to blow out the intake air-fuel mixture to serve as a supercharging means.

It also details the case where a rich mixture is supplied and diluted to a standard mixture ratio to increase the filling rate and improve the output.

However, a particularly noteworthy feature is that the standard air-fuel mixture is used as the main air supply flow through the intake port 9, and stratified air supply can be performed by injecting supercharged pressurized air flowing back.

By making some modifications, such as correcting the angle of the airflow protrusion of the exhaust boat 10, or by installing a guide plate on the top surface of the piston or the ceiling of the combustion chamber, an appropriate tornado-like vortex can be generated, and ignition will occur near the ignition plug. By confining, igniting, and combusting a standard air-fuel mixture suitable for this purpose, it is possible to completely burn an air-fuel mixture with an extremely lean air-fuel ratio as a whole.

In the case of a fuel-injected gasoline engine, the amount of fuel can be increased or decreased depending on the load condition, so the range of air-fuel ratios can be further expanded.
Therefore, excellent operational control is possible, and in addition to the various features described in detail, the two-stroke engine of the present invention has the advantage of easily achieving stratified air supply for lean mixture combustion, including exhaust gas cleaning. This will greatly help improve the performance of the system.

In recent years, long-distance transportation using large trucks has become popular, but because the economical maximum output rotation speed range for normal internal combustion engines is determined, it is preferable to use private vehicles with heavy loads on the outbound trip and light loads on the return trip. If you can replace the engine with a lower-output engine on the way home, you can save a lot of money on fuel and make a huge profit.

The specific mechanism of the large-scale engine of the present invention is based on the creation of a barrier zone in the atrium, which mainly uses pressurized air.

For pressurized air, it is proposed to combine both the intake of atmospheric air using an automatic valve, etc., and the introduction of high-pressure air using a compression pump.

Therefore, a supercharged engine is an advanced form of this means, and most of the pressure air mass generated in the exhaust discharge chamber of the engine can be provided by automatic valve intake.

For example, in a supercharged engine in which both amounts of air are equal, the high-pressure supply of the compression pump can be set as the supercharge amount, and therefore, if the automatic valve suction is closed, the engine becomes a normal low-output engine.

The opening and closing of automatic valves can be controlled by adding a simple device and using an electric switch.

Of course, it is necessary to control the fuel system when using Kusunoki.

By employing the present invention as described above, it is possible to suggest the possibility of producing an engine for an automobile, particularly a truck, equipped with two stages of high and low output elements.

The multi-cylinder engine shown in FIG. 19 and below has undergone technical changes, developments and inventions due to the benefits of common parts and the like.

However, since these measures cannot deviate from the scope of the present invention, they belong to the academic and technical field of modern multi-cylinder engines, and are therefore subject to a special patent application. I thought there was no need for this, so I omitted it.

[Brief explanation of the drawing]

Figure tJ1 is a longitudinal cross-sectional side view showing the basic operation of the engine, and the outer circumferential arrow marks A-B, C,
This is for understanding the flow of gas at each point D, E, and F. Diagrams 1 and 2 show valve opening/closing timing diagrams and new effects. Figure 2 is a longitudinal sectional view showing the relationship between the basic decompression chamber and the engine.
A shows a combination example, and B-C shows a specific example of a decompression chamber. FIG. 3 is a cross-sectional view of the ABC section, and FIG. 4 is a longitudinal sectional side view of a specific embodiment. FIG. 5 shows a cut surface including the cylinder and crank chamber, and a state in which the disc valve cylinder is removed. Diagram 3 shows the operation of the cylinder chamber and the function of the crank chamber in the case of a spark ignition engine. Figure 6, cutaway side showing the configuration of the decompression chamber, Figures 7 and 8
The figure is a plan view of the cut section. FIG. 9 is a longitudinal sectional side view of an engine including an exhaust turbine that changes into a vacuum pump depending on the decompression stroke; FIG. This is the basic form that will serve as the prototype for a large, low-speed engine when implementing this. FIG. 11 shows a cross section of a two-cylinder engine with only an exhaust turbine. FIG. 12 is a cutaway plan view of the main part of a centrifugal vacuum pump directly connected to a two-speed exhaust turbine. Fig. 813 is a vertical sectional side view of a two-cylinder engine in which a compression pump is coupled to an exhaust turbine and a crank angle is provided for pressure reduction. Fig. 14, Example of disk valve, schematic plan view, Fig. 15, 1st
FIG. 16 is a side sectional view of a supercharged engine of the advanced type of No. 3, and a vertical sectional side view of a spark ignition engine connected to a compression pump directly connected to an exhaust turbine that also serves as a decompression pump. Figure $18 shows an example of a supercharged Ganlin engine, which is an advanced version of the above. FIG. 19 shows a cut-away plan view of a vacuum pump and a compression pump directly connected to both exhaust turbines, and FIGS. 20 and 21 show cross-sections of schematic side views of the first and second cylinders. FIG. 22 is a system sectional view of a supercharged two-cylinder 11 pA system in which the vacuum pump and compression pump are separated and connected to an exhaust turbine that also serves as a pressure reducer. FIG. 23 and FIG. 24 are the system diagrams. Description of symbols 1 Combustion chamber 20 Carburizer 2 Piston 21 Pressure air group 3 Cylinder 22 Check valve or valve mechanism 4 Crank chamber 23 Heat insulation structure 5 Ignition plug or injection mechanism 24 Air flow control plate 6 Air throttle valve 25 Disk valve 7 Air Nozzle 26 Shutoff zone control valve 8 Air source atmospheric pressure or high pressure gas 27 Honeycomb-shaped internal pipe body 9 Intake port) 28 1 [Mold decompression internal pipe 10 Exhaust port 29 Collective type decompression pipe chamber 11 Explosive gas 30 Reaction or impulse terpi 12 high pressure exhaust gas
Mechanism 13 Protruding gas lump 31
Turbo type axial flow or centrifugal pressure 14 Exhaust discharge chamber
Compressor 15 Decompression chamber or depressurization structure chamber 32 Turbo gradient vacuum pump 16 Vacuum area Blade exhaust passage, 17 High vacuum generation area Adjustment catalyst chamber 18 Gas transfer passage 35 Silence mechanism 19, cutout is cut-off zone and pressure equalization chamber 37
Valve drive gear or subrocket 42v# Air system communication hole structure 43 Between air source vents Direct motion or indirect interlocking mechanism I Device air supply hole 39 Vacuum tank 45 Connection passage 40 Fresh air or mixture 41 High pressure air passage 41 Carburetor throttle Valve 47 Vacuum pump communication passage patent applicant Shigeru Matsuo Procedural amendment (method) May 26, 1980 Commissioner of the Japan Patent Office 1 Indication of case Patent application No. 4035, 1988 2
Title of the invention: Vacuum scavenging two-stroke cycle internal combustion engine Relationship with the case of the person making the amendment Patent applicant address Zip code 143 5. Subject of amendment 1 - Specification, detailed explanation of the invention. and a column for a brief explanation of the drawings.''``Drawings.'' 6. As per the attached sheet of amendments, ``Figures-1'' on page 72, line 5 of Attachment 1 Detailed Description of Contents is corrected to 11'J. 2 Same, page 72, line 6, “Chart-2” is corrected by 1-TJK. Ibid., page 72, line 9, "Figures and Tables" is corrected to [V and TJ. 4. Delete all 27 characters in "Figure 6...omitted" on page 78, lines 7 and 8. 5. Same, page 78, line 9, "Figure 6" is corrected to "Figure 3." 6. Same, page 78, line 13, “Figures 1 and 2” were changed to “1st
Corrected to ``same numerals for V and T in the figure''. Z Same, page 79, line 5, ``Chart-1'' is corrected to [V and T in Figure 1''. 8. Ibid., p. 80, line 11 “Charts... Kagemachi, J
All 34 characters of ``A, B outer circumference symbols F and D in Figure 3
Corrected to ``[Atrium is blocked, backflow supercharging is possible]'' at the arrow position. 9 Same as above, delete "side" in line 12 of 91st Tei. 10 Same, page 91, line 12, “Figures 1 and 2” is corrected to “Valve opening/closing timing diagrams V and T.” 11 Ibid., page 91, line 15 [Figures 1 and 2]. " is corrected to "Therefore; it corresponds to the vertical cross-sectional view of A-F." 12, same, page 92, line 1, ``A cutaway view of the ABC part,'' was changed to ``The operating status of the spark ignition engine cylinder chamber is shown in A and B of the valve opening/closing timing diagram. "indicates the operating function of the machine." 13 Ibid., p. 92, lines 5 and 6 “Figure 6...
・Delete all 68 characters. 14 Same, page 92, line 17, correct "2nd gear" to "2 consecutive" K. 15 Ibid., page 91, line 12, schematic diagram on page 1 is deleted. 16 "Figure 1, Figure 1, and Figure 2" should be corrected as shown in attached Figure 1. 1Z [Correct Figure 5 A, B, and C as shown in attached Figure 2. 18.1 Diagram-6” is referred to as Figure 3. 19. Correct "Figure 19" to look like Figure 19 by deleting %4 characters in the A and B arrows. 20. Correct "Fig. 22" to look like Fig. 22 by deleting %4 characters in the direction of arrows A and B.

Claims (1)

[Claims] Reciprocating piston type such as spark ignition type or compression ignition type,
or in a rotating piston two-stroke cycle internal combustion engine. To eliminate residual gas in the cylinder. Contains a spatial area for the purpose of reducing pressure. A closed-enveloping exhaust gas passage is connected to or connected to the exhaust port or at a suitable position downstream thereof. The crank angle from the start of exhaust air blowing to the start of air supply is 1
Depending on the length and volume of the decompression space area and its functional configuration, including widening to an appropriate value of 6 degrees or more. Protrudes into the decompression space area. An internal combustion engine characterized by securing an escape distance and a time period necessary for the jet energy of exhaust gas pressure to achieve scavenging ability to reach a high vacuum inside the cylinder. That is, by taking the protruding jet flow of the exhaust gas pressure lump escaping the decompression space region as its source, and converting the kinetic inertia energy of the exhaust gas lump into suction and discharge action, and functionally manifesting it,
A vacuum scavenging method in which the cylinder internal pressure, which has dropped to atmospheric pressure during the exhaust blowing stage, reaches a high vacuum by the time the air supply boat is opened by cooperating with the above actions to eliminate residual harmful gases. ■ In order to limit the expansion of the escaping high-pressure exhaust gas lump in the cross-sectional direction, use a small section cross-sectional configuration such as a composite split inner pipe. Therefore, by making the exhaust passage have a structure that strengthens and accelerates the high-pressure, high-temperature thrust force in the escape direction, the appropriate distance is made to advance like a solid piston. The vacuum pump action is derived from the kinetic inertial energy of the jet gas mass at high speed. The residual pressure in the cylinder, which has dropped to atmospheric pressure due to the exhaust blowout, is combined with the exhaust escape to form an essential volume shape such as a spiral, and a sealed enclosure except for the upstream and downstream connection surfaces. If necessary, a depressurization chamber containing an exhaust passage with external air insulation is connected to the exhaust port or the exhaust discharge chamber and connected to the exhaust system. A device that increases the effective gas filling rate by discharging and extinguishing residual air in spark ignition, compression ignition, or two-stroke cycle internal combustion engines. ■ An exhaust discharge chamber connected to the cylinder exhaust port,
The connecting part with the decompression chamber inside the honeycomb pipe or composite pipe is of a wide-end type, and an air flow plate structure is provided inside the wide-end type to serve as a distribution device for the exhaust gas mass and potential pressure wave flow, and a large-diameter decompression chamber passageway is installed. An exhaust fluid distribution device for high vacuum exhaust in an internal combustion engine, which evenly distributes and diverts fluid to divided compartments. Φ In the exhaust system connected to the internal combustion engine. The cross-sectional area of the decompression chamber that is in contact with or connected to the exhaust discharge chamber is set to an appropriate value with the piston area as the lower limit, and its internal volume, including the increase in length in the exhaust gas escape direction, is set to 10 of the stroke volume.
In order to limit gas expansion, a collecting pipe structure is adopted that divides the decompression chamber into multiple sections, and if necessary, an insulating structure with respect to the outside air is required, and a silencing mechanism and other equipment are installed downstream of the internal combustion engine. Exhaust device. ■ Strengthen the projecting force of the high-temperature gas flow ejected from the exhaust gas, the kinetic inertial energy that escapes from the exhaust system due to the gas lumps, and the vacuum suction and discharge action that is derived from this operation.
Moreover, in order to generate a vacuum pump function that continuously maintains the suction action to create a negative pressure inside the cylinder, reach a high vacuum, and eliminate residual gas. Exhaust/intake port) The crank angle of the Q lock is widened to an appropriate value of 25 degrees or more, and the cross section of the exhaust gas protrusion path with a lower limit of 1 or more of the piston diameter, and the appropriate length and internal volume related to the predetermined rotation speed. A depressurized chamber with a decompression chamber was connected to the exhaust port or connected to the exhaust discharge chamber. A device that rotates a two-stroke cycle internal combustion engine. ■ In a two-stroke cycle internal combustion engine. Divide the cross section of the gas outlet path of the exhaust outlet into multiple sections,
Alternatively, by using a multi-section internal tube, or by configuring one exhaust discharge chamber or less into a divided small section section such as a plurality of collecting pipes, the diameter of the passing gas flow is limited, and the expansion and depressurization is regulated. By creating a large-diameter decompression chamber with enhanced directional thrust force, the solid piston-like suction action of the jet gas mass is activated rapidly, and the cylinder negative pressure generated by the exhaust blowout reaches the high vacuum chamber. The condition that functions as a mechanical operating factor for
A method of drastically reducing residual gas by high vacuum evacuation means, which includes continuously maintaining the intake air until the intake boat opens and until the appropriate time when the intake air fills the cylinder and blows out from the exhaust port; and its equipment. ■ A cylinder, a piston that reciprocates between top dead center and bottom dead center, and an exhaust port that opens on the side of the cylinder after it has passed the downward stroke. The exhaust port is open, and the intake port is open, separated by a crank angle of within 25 degrees and 65 degrees. The basic method is to rotate a two-stroke engine that includes a decompression chamber installed in the exhaust system following an exhaust discharge chamber attached to the exhaust port, or a depressurization mechanism chamber equipped with an exhaust turbine rotor. Through the action derived from the kinetic inertia of the gas, the inside of the cylinder reaches a high vacuum and residual gas disappears, and pressurized fresh air or mixture is forced into the vacuum space to shorten the filling time and improve filling efficiency. A 2-stroke p-cycle system featuring improved performance 1! alt + Kai77ru! →Calculation■ The cylinder, the piston that reciprocates between top dead center and bottom dead center, the exhaust port that opens on the side wall of the cylinder past the first point of the downward stroke, and the crank angle within 20 degrees and 65 degrees. Separated from the open intake port. A rotary valve such as an automatic valve such as a check valve or a rotary valve such as a disk valve is provided on the wall surface of the exhaust discharge chamber in contact with the exhaust port, and a pressure reduction structure chamber or an afterburn chamber that can serve the same function is provided downstream. The automatic valve, activated by the relatively high vacuum generated at the end of the exhaust blowout, introduces outside air and the air blowout creates a cutoff zone in the exhaust discharge chamber, and the piston rising past bottom dead center is connected to the exhaust port. Until the cylinder is closed, the air flow for maintaining the barrier band continues to flow in according to the differential pressure, and part of it is divided upstream and downstream through the exhaust discharge chamber, which is filled with air, so that the exhaust discharge chamber fills the cylinder. forming a pressure space constituting a control valve that prevents the mixed gas or fresh air from blowing through from the exhaust port; The filled air that has performed the sealing action as a control valve acts as a secondary air source for the afterburning of unburned components contained in the explosion gas of the subsequent exhaust gas. Therefore, the present invention is characterized in that it eliminates harmful residual air, improves the filling rate, prevents raw gas from blowing through, and purifies the exhaust gas by afterburning. A method of rotating a two-stroke cycle internal combustion engine. ■ In the process of rotating a two-stroke cycle internal combustion engine. The stage where the upper end of the descending piston faces the exhaust port and begins to protrude, filling the exhaust outlet and escaping downstream through the vent provided in the wall and through the decompression chamber. Furthermore, the descending piston widens the crank angle until the intake port opens, and during this time, the vacuum pump function derives from the dynamic inertia of the jet gas lump that continues to escape inside the decompression chamber as an energy source, mainly creating the desired high vacuum inside the cylinder. and a stage where the residual gas is drastically reduced. A step in which pressurized fresh air or air-fuel mixture enters the vacuum cylinder through the opening of the intake port as the piston bt moves downward. Pressurized air rushes in from the atmosphere or other air source to fill the cylinder, and the gas at a higher pressure than the internal pressure of the cylinder where the filling operation is progressing creates a cutoff zone, and the filled intake air reaches the exhaust port. Just before the exhaust gas is generated in the exhaust discharge chamber. The air vent maintains the pressure in the cutoff zone until the piston, which has passed bottom dead center and begins to rise, closes the intake port and then closes the exhaust port. Therefore, use back pressure to maintain the pressure, or use a valve configuration that constricts or closes the downstream opening. Furthermore, if necessary, a method for rotating a two-stroke internal combustion engine including controlling the injection of pressurized air to compensate for the amount flowing back into the cylinder or flowing out to the exhaust system, or for supercharging purposes. .・In the decompression structure chamber connected to the exhaust port of the internal combustion engine,
The driving source is the pressure energy of the exhaust jet gas mass. A reaction type or impulse type axial flow or centrifugal type turbine is equipped with a runner or an impeller, and uses the gas energy flowing through the turbine due to the exhaust air as the driving source to accelerate blade rotation to the maximum speed and generate its true lift. a step of creating a negative pressure in the cylinder by ejecting gas that escapes from the exhaust system including the decompression structure chamber while increasing the pressure; As a result of the disappearance of the driving source at the end of the exhaust blowout, the true lift force spontaneously converts into suction force and performs the vacuum pump function, thus achieving the desired high degree of vacuum in an instantaneous process.A cycle of depressurization and high vacuum evacuation. A depressurizing structure with an exhaust turbine configuration that repeats this process is connected to the exhaust system that contacts the exhaust port. Ta. A device that rotates a two-stroke cycle internal combustion engine. ■ It starts with an exhaust blowout. Exhaust gas energy flows through the exhaust gas mass by rotating the runner or impeller of an axial or centrifugal turbine connected to the exhaust discharge chamber or the decompression chamber that follows it, using the kinetic inertia energy generated by the exhaust gas lump that has begun to flow as a driving source. As a result, the energy that continues to protrude while increasing the lift of the turbine blades to the maximum increases the rotational force, and the rotational energy is accumulated and the speed increases. A stage in which the pressure inside the cylinder is reduced to negative due to the suction action that follows the force of the gas lumps that continue to escape from the exhaust system like a solid piston. The driving source disappears as soon as the exhaust blows out, and the fluid resistance decreases due to the negative pressure and dilution.
The lift force of the turbine blades is automatically converted to suction force to generate a vacuum pump function, and the release of the accumulated rotational inertia continues to energize the turbine blades to rotate at high speed, opening the intake boat according to the downward movement of the piston and increasing the intake air flow. This depends on the step of continuing to suction and discharge the residual gas under negative pressure until the appropriate time when the intrusion progresses to reach the desired high degree of vacuum inside the cylinder. The operation of the exhaust stroke eliminates the negative effects of residual gas and increases the filling efficiency, and then the valve mechanism such as a rotary valve that contacts the exhaust port is closed to cut off communication with the downstream exhaust system, A method for rotating a 2-stroke cycle internal combustion engine, characterized by preventing blow-by of fresh air or mixture filling the cylinder. A cylinder with an exhaust port and an exhaust discharge chamber in contact with the boat on the side past the dip in the downward stroke. A piston that reciprocates between top dead center and bottom dead center. After the exhaust gas starts blowing out due to the descending piston, the intake boat opens at a distance of 20 to 65 degrees of crank angle. A two-stroke cycle equipped with a device that connects and shuts off communication with the downstream exhaust system or other air sources at appropriate times using a rotary valve such as a disk valve or a mushroom valve installed downstream of the exhaust discharge chamber. In internal combustion engines. For example, an exhaust turbine rotor such as the runner or impeller of an axial flow type or centrifugal turbine is installed downstream of the exhaust system as a rotary power device whose driving source is the jet gas pressure of the exhaust blowout, and a turbo compressor is connected to the rotating shaft. If necessary, connect a vacuum pump device to use as a pressurized air source or vacuum suction source. The operation of a rotary valve synchronized with the crankshaft distributes each gas flow in and out of the exhaust discharge chamber at appropriate times in the stroke, that is, the vacuum suction force generated on the exhaust turbine blades at the end of exhaust blowing. Figure 9 shows how to achieve a high vacuum and shorten the time to remove residual air by using a vacuum pump device in combination with a vacuum pump device. A two-stroke, single-cycle internal combustion engine that includes supercharging. 0 Connecting the cylinder, the piston that reciprocates between top dead center and bottom dead center, the exhaust port that opens on the side of the cylinder past the pot on the downward stroke, and the downstream exhaust system or other air source, etc. An example of a valve mechanism that controls communication cut-off in a timely manner is a two-stroke system that has an exhaust discharge chamber equipped with a disc valve, etc., and a pressure reduction structure chamber installed in the downstream exhaust system that follows this, or a pump device such as an exhaust turbine rotor. In a one-cycle internal combustion engine. The jet energy of the exhaust blown gas lump passing through a disc pulp boat with an open communication hole with the downstream is used as a source of negative pressure in the cylinder, and the energy is converted into mechanical power such as rotational force and stored. Then, a part or all of it is sent to a vacuum pump, or a residual gas extinguisher is installed to utilize the accumulated amount. At the appropriate time when the air supply port opens due to the rotating disc, the communication hole of the open disc boat is contracted or closed, and the exhaust discharge is communicated with the upstream cylinder with the exhaust port as the boundary. An air source device for injecting pressurized air into the chamber and creating a cutoff zone using the pressurized gas. Therefore, it is necessary to increase the amount of charged gas and also use a large amount of air supply means for supercharging purposes, such as a compression pump directly connected to the rotation shaft of the exhaust turbine. Closing and opening of the disc valve provided in the exhaust discharge chamber in synchronization with the rotation of the crankshaft and in conjunction with the piston stroke position.
Includes a device to control communication. In parallel with the charging method, which is mainly based on the supply air flowing through the upstream intake boat and into the cylinder, it also compensates for volumetric efficiency decreases during high-speed rotation due to mismatches between the inertia of the supply air flow and the piston speed, etc.
In order to prevent air blowouts and eliminate harmful residual gases, improve filling efficiency, and increase output, backflow air supply, or even backflow filtration, is used, which strengthens the filling by flowing back upstream from the exhaust discharge chamber. A device for rotating an internal combustion engine, characterized by a feeding method. [Phase] A decompression chamber that allows the cylinder internal pressure, which has dropped to atmospheric pressure, to reach a desired high vacuum at the end of exhaust blowing by intervening a decompression stroke that utilizes exhaust escape energy. In other words, a decompression structure chamber using a mechanical device including an exhaust turbine etc. is used. The crank angle between the exhaust and intake ports is widened to an appropriate value, and the crank angle of the descent of the piston after it drops to atmospheric pressure, that is, the passage of time, is used as a decompression exhaust means to reach a high vacuum and eliminate residual gas. let In a two-stroke cycle internal combustion engine characterized by reduced pressure evacuation. An exhaust passage communicating with the downstream exhaust system is set up by a control valve such as a disc-type or rotary-type valve or a mushroom valve, which is provided on the wall of the exhaust discharge chamber in contact with the exhaust port, including the front and end of the exhaust blowout, In addition, during the process of vacuum evacuation, the valve is opened to discharge the pressurized exhaust gas and eliminate residual gas. The appropriate timing for opening the intake boat, for example, just before the mixture entering the cylinder or fresh air reaches the exhaust port, or directly passing pressurized air through a check valve, or through a communication hole provided in the valve structure, etc. The exhaust gas is forced into the discharge chamber, and the atrium is placed at the appropriate time to generate a cutoff zone. narrowing or closing off the area of the communication hole of the upstream cylinder and the downstream exhaust system by the open control valve mechanism; Therefore, the compression stroke starts from the moment when the piston passes the bottom dead center and starts to rise, that is, during low compression, it is constituted by the disk type, rotary type, mushroom valve, or pressurized air mass. It includes exhibiting the sealing effect of the cutoff band and, if necessary, increasing the air pressure and amount to make the supercharging means function. After the exhaust port is closed, where the compression pressure increases, the piston valve seals the upstream side to form an exhaust system for the surrounding space. It includes a step in which pressurized air remains in the decompression chamber as a secondary air source and becomes an afterburner, and purifies unburned gas. Therefore, the decompression stroke is interposed in the exhaust blowout, and the blowout using pressurized gas is We established a reduced-pressure evacuation method using a shutoff valve and, if necessary, an exhaust control valve with supercharging means as the main parts of the device. A method of rotating a spark ignition or compression ignition, reciprocating or rotating piston, two-stroke cycle internal combustion engine. [Phase] Mixture intake type or fuel injection type crank chamber preload! ! In a 12 stroke cycle internal combustion engine. with cylinder. A piston that reciprocates between top dead center and bottom dead center, and an exhaust port that opens into the cylinder wall after the downward stroke. Furthermore, the intake boats are opened at a crank angle of 20 degrees to 65 degrees. The above-mentioned automatic valve, such as a heat-resistant check valve, on the wall of the exhaust discharge chamber in contact with the exhaust port. Continuing downstream, there is a decompression structure chamber, or an afterburn chamber that also functions as such. The upper end of the piston, which descends due to the expansion of the explosive gas, opens the exhaust port, and the exhaust gas mass begins to flow, filling the exhaust discharge chamber, passing through the ventilation hole in the wall, and then entering the decompression structure chamber connected downstream. The stage where it protrudes and escapes like a solid piston. In order to reach the desired high vacuum inside the cylinder mainly by the vacuum pump action originating from the inertia of the escaped gas lumps, including the end of the exhaust blowout, or by a separate mechanical device, the intake port is adjusted by selecting an appropriate value for the crank angle. The means to delay the opening drastically reduces the residual gas. Due to the suction action of the lower surface of the piston that occurs as the piston rises during the compression stroke, the air-fuel mixture or fresh air that has already filled the crank chamber and the suction communication passage is subjected to the compression action of the lower surface of the piston as it descends following the exhaust gas blowout. The stage of becoming pressurized. The stage where the piston slowly descends and approaches bottom dead center opens the intake port. An automatic valve that is set to be activated by a relatively high vacuum is installed on the wall of the exhaust discharge chamber that communicates with the cylinder that has reached a high vacuum, with the exhaust port as the boundary, and the automatic valve that is set to be activated by the relatively high vacuum operates and introduces outside air, causing the blower to be blown by air pressure. Evacuation is a step in which a cutoff zone is created in the exhaust discharge chamber, and filling progresses until it exerts its sealing force as a control valve. The pressurized air-fuel mixture or fresh air filling the crank chamber enters the cylinder from the main intake flow transfer path due to the slight reduction boat opening, progresses in filling, and heads toward the exhaust port. During the period between the piston rising past the bottom dead center closing the intake port and further closing the exhaust port, the air flow that maintains the barrier band air pressure continues to flow into the exhaust discharge chamber according to the differential pressure between the upstream cylinder and the downstream pressure reduction structure. A part of it is divided into the room,
Therefore, the divided air flowing back into the cylinder from the exhaust port of the communication hole collides with the tip of the main intake air flow toward the exhaust port and merges with it, increasing the filling rate. At this time, the barrier air pressure that fills the exhaust discharge chamber not only functions as a sealing valve to prevent the phenomenon, but also prevents harmful substances contained in the exhaust gas from the subsequent explosion cycle. Including the effect of the combustion afterpour as a secondary air source, and furthermore, during the merging stage of the main intake flow and reverse flow air, the cylinder internal pressure is lower than the cutoff band pressure, including at high speeds, and therefore increases. In other words, as long as the cutoff band air pressure is high, the rise from bottom dead center is all a compression stroke. It is characterized by its operation, which eliminates harmful residual gases, improves the filling rate, prevents raw gas from blowing through, and purifies the exhaust gas through after-burning, which saves money. The objective is to improve fuel efficiency, high output, prevent irregular rotation at low speeds, and provide effective engine braking. A method and apparatus for rotating a spark-ignition or compression-ignition reciprocating piston or rotary piston two-stroke cycle internal combustion engine. [Phase] High-pressure air is used to lubricate mechanical sliding parts in the gap volume when communicating with or blocking the downstream exhaust system using a rotary exhaust control valve installed in the exhaust discharge chamber following the exhaust port. This includes press-fitting air into the engine, intermittent press-in air by changing the air pressure at appropriate times in the cycle in synchronization with the rotation, and blowing the air flow that has cooled the main parts into the exhaust system. A method for lubricating the rotating parts and sliding mechanism parts of an internal combustion engine exhaust control valve.