JPS59128921A - Double-expansion type interal-combustion engine - Google Patents

Abstract

PURPOSE:To reduce the amount of fuel consumed, by leading the exhaust gas discharged out of a combustion cylinder into an expansion cylinder and thereby making improvements in heat efficiency. CONSTITUTION:Both pistons 13 and 14 are coupled with a crankshaft 3 in common. When a combustion cylinder 1 starts its expansion, an expansion cylinder 2 is in an exhaust stroke. When the piston 13 goes down to somewhere around a halfway point of the stroke, a control valve 8 is opened and leads the exhaust gas into the expansion cylinder 2. When the piston 13 of the combustion cylinder 1 comes to the vicinity of a bottom dead center, a scavenging valve 5 is opened, leading the air-fuel mixture into a combustion chamber, while at an upward stroke of the piston 13, a control valve 11 is opened so that the xhaust gas is discharged to the atmosphere from an exhaust port 12.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a novel two-stage expansion internal combustion engine that is devised to efficiently extract power by utilizing the high-temperature, high-pressure exhaust gas of the two-stroke internal combustion engine.

Generally, the temperature and pressure of the exhaust gas discharged from the combustion cylinder of a two-stroke internal combustion engine are sufficiently high and have a large amount of energy, but in conventional internal combustion engines, this energy is wasted and wasted into the atmosphere. However, there have been almost no attempts to extract this directly as power for internal combustion engines.

However, in recent years, the development of internal combustion engines using ceramics has been active, and as this has enabled combustion at a higher temperature than before, the exhaust gas will inevitably become high temperature and high pressure, and the energy contained in the exhaust gas will continue to increase. There is a tendency.

Against this background, Honton's first invention was to increase the thermal efficiency of a two-stroke internal combustion engine and significantly reduce its fuel consumption by extracting the energy of exhaust gas, which was previously wasted, as power for the engine. It was made with the aim of reducing the temperature of air that decreases in temperature, and has a crank chamber scavenging type 2-cycle cylinder (a combustion cylinder and a 2-cycle expansion cylinder with a phase difference of 4 = 1) mounted on the crankshaft. In addition, the combustion cylinder valve (;I'tJl is characterized by being connected to the upper end of all cylinders and guiding the high-temperature, high-pressure exhaust gas discharged from the combustion cylinder to the expansion cylinder and re-expanding it therein. It is.

Further, the second invention of the present application aims to further improve the thermal efficiency of a two-cycle internal combustion engine by simultaneously performing two-stage compression of the intake gas using the crank chamber of the expansion cylinder. In this case, a combustion cylinder with a scavenged type 2-recycle combustion cylinder and a JL type expansion cylinder with a phase difference of 1 are placed on the crankshaft, and a combustion cylinder valve 1 is installed.
The exhaust boat is connected to one end of the expansion cylinder to perform two-stage expansion of exhaust gas, and the crank chamber of the expansion cylinder is connected to the combustion cylinder's crank chamber via a one-way valve to expand the supply air. It is characterized by performing two-stage compression of gas.

EMBODIMENT OF THE INVENTION Below, the present invention will be explained in more detail with reference to illustrated embodiments in which the present invention is applied to a gasoline engine.

1 to 4 are operation explanatory diagrams showing an embodiment of the first invention of the present application, in which 1 is a crank chamber scavenging type two-cycle type combustion cylinder, and 2 is a two-cycle type combustion cylinder with a larger cylinder diameter. The expansion cylinder 2 is mounted on a common crankshaft 3 so as to operate while maintaining a phase difference of approximately 95 degrees with respect to the combustion cylinder 1. Although the crankshaft 3 is shown divided in the drawings, it is actually preferable to arrange all cylinders on a single crankshaft. Scavenging ports 5 communicating with the crank chamber 4 are opened on both sides of the central portion of the combustion cylinder I, and the crank chamber 4 is equipped with intake lowers of six one-way valves for taking in air-fuel mixture. Further, an exhaust port 9 of eight control valves is provided at the upper end of the combustion cylinder 1, and this tXt port 9 is communicated with the upper end of the expansion cylinder 2. Note that an exhaust gas 10 is provided in the center of the expansion cylinder 2, and a control valve 1f is provided at one end of the exhaust cylinder 10.
(-j exhaust port 12 is provided.

In the internal combustion engine configured in this way, first, as shown in FIG. 1, when the combustion cylinder 1 starts expanding, the expansion cylinder 2
is located in the exhaust section, and its piston 14 is located at the exhaust port I-1.
``While pushing out exhaust gas from ``2'', it was ascending. As shown in FIG. 2, the piston 13 of the combustion cylinder I is connected to the crankshaft 3.
When the cylinder 1 is rotated and the stroke 1 is about halfway down, the screw 14 of the expansion cylinder 2, which operates while maintaining a phase difference of approximately 95 degrees with respect to the combustion cylinder 1, is at top dead center. stomach;
1, the control valve 8 of the combustion cylinder 1 opens to guide the high-temperature, high-pressure exhaust gas through the exhaust port 9 to the upper end of the expansion cylinder 2. Since control valve II is closed immediately before this,
The high-temperature, high-pressure U1 gas is re-expanded inside the expansion cylinder 2 while pushing down its piston j4, whereby the thermal energy of the exhaust gas is effectively taken out to the outside as the rotational power of the crankshaft 3.

On the other hand, the piston I3 of the combustion cylinder 1 is moving downward while compressing the air-fuel mixture in the crank chamber 4 during its expansion process.
As shown in Fig. 3, the air-fuel mixture pressurized by the cover reached the bottom dead center of the combustion cylinder 1, and until then it had been blocked by the piston 13. When the scavenging port 5 opens, it enters the combustion chamber at the same time, and residual γY remains inside the combustion cylinder 1.
L -C):= iJl round gaff, invited.

Replace it with a new mixture. This old combustion cylinder 1
Since the control valve 8 of is still open, the pushed out tJll
The gas enters the expansion cylinder 2. After completing scavenging in this way, the piston 13 of the combustion cylinder 1 moves upward as shown in FIG. 4, and the control valve 8 closes to compress the air-fuel mixture. Since the crank chamber 4 of I becomes negative pressure, the one-way cylinder 1 opens and new air is sucked in from the intake air 07.The screw 1 cylinder 14 of this seven-way expansion cylinder 2 is -1: Dead point A; tJ was near 1 and was closed by piston 141.
F air nil IO opens, so the low temperature, low pressure glue 1 paper gas that has finished re-expansion is released into the atmosphere from tJ) air 1'10. In addition, since the control valve 11 of the second part also opens, as the piston 1 of the expansion cylinder 2 rises, the tJF gas is also released from the exhaust port J2, thus returning to the state shown in Figure 1. , 77, the same recycle as under JJ should be returned by 4%lH.

In this way, in the present invention, the exhaust gas of the two-stroke internal combustion engine, which was conventionally wasted wasted into the atmosphere, is guided into the expansion cylinder 2 and expanded again, so that the energy contained in the exhaust gas can be effectively used in the engine. It has become possible to extract this power as a power source.

Next, an embodiment of the second invention of the present application shown in FIGS. 5 to 1θ will be described.

In these drawings, parts corresponding to the embodiment of the first invention are indicated by the same numbers with dashes, and explanations of the structures thereof will be omitted. In this embodiment, the expansion cylinder 2' is also of a type in which the air-fuel mixture can be compressed using the crank chamber, and the crank chamber 15 is connected to the crank chamber 4' of combustion gas @1° through the communication port 16. 3. This communication boat 16 is provided with a one-way valve 17, and the air-fuel mixture that is primarily compressed inside the crank chamber 15 located at 2° of the expansion cylinder passes through the communication port H6 and is connected to the combustion cylinder 1. It enters the crank chamber 4', where it is further compressed in two stages. Note that 18 is an intake port for taking in the crank chamber 15-\ air-fuel mixture, and 19 is a one-way valve.

The engine constructed in this manner basically operates in the same manner as the engine according to the embodiment of the first invention, but as shown in FIGS. 5 and 6, the piston 14' of the expansion cylinder 2' moves upward. During the stroke, the air-fuel mixture in the crank chamber 15 is sucked through the intake port 18, and the air-fuel mixture is transferred to the piston 1 as shown in FIGS. 7 and 8.
4 is primarily compressed in the crank chamber 15 when it descends.

This compression continues until the piston 14'' reaches the bottom dead center as shown in Fig. 10, but when the piston 3'' of the combustion cylinder I'' reaches the bottom dead center as shown in Fig. 8, it begins to rise. Since the internal pressure in the crank chamber 4' of the combustion cylinder 1' decreases, the air-fuel mixture that is primarily compressed inside the crank chamber 15 of the expansion cylinder 2' is transferred to the crank chamber 4' of the combustion cylinder 1' via the one-way valve 7. A part of it is used for scavenging, and the rest is subjected to secondary compression during the downward stroke of the piston 13' of each combustion cylinder l' as shown in FIGS. 5 to 8. During this secondary compression, The internal pressure of the crank chamber 4' of the combustion cylinder 1' is the same as that of the expansion cylinder 2'.
Although the internal pressure is higher than the internal pressure of the crank chamber 15 of the expansion cylinder 2, the action of the 21-way valve 17 prevents the air-fuel mixture from flowing back into the crank chamber of the expansion cylinder 2.

In this way, the internal combustion engine of this embodiment is more effective than the internal combustion engine of the previous embodiment, since the air-fuel mixture that has been primarily compressed in the crank chamber 15 of the expanded silver WJ2' is further compressed secondarily in the crank chamber 4 of the combustion cylinder 1'. Since the mixture can be made to have a high pressure and this secondary compression is performed using the energy of the exhaust gas, it is possible to further improve the thermal efficiency of the entire internal combustion engine compared to the first invention. be.

In all of the above embodiments, the present invention is applied to a gasoline engine, but the present invention can also be applied to a diesel engine. Further, in the embodiment, the phase difference between the combustion cylinder and the expansion cylinder is set to 95 degrees, but it goes without saying that this phase difference can be changed as appropriate.

As is clear from the explanation of the above embodiments, the first
In the invention, a crank chamber scavenging type two-cycle combustion cylinder and a two-cycle expansion cylinder are arranged with a phase difference on the crankshaft, and the pressing exhaust boat of the combustion cylinder is communicated with the upper end of the expansion cylinder. The high-temperature, high-pressure exhaust gas discharged from the combustion cylinder is guided to the expansion cylinder and re-expanded inside, making it possible to effectively extract the energy of the exhaust gas, which was previously wasted into the atmosphere, as power for the engine. is now possible. As a result, the thermal efficiency of the internal combustion engine has improved and the amount of fuel consumed to obtain the same output has been reduced, resulting in significant energy savings. Furthermore, since the temperature of exhaust gas in the internal combustion engine of the present invention is significantly lower than in conventional engines, it is also possible to prevent thermal pollution of the environment due to high-temperature exhaust gas.

In addition, the second invention of the present application utilizes the crank chamber of the expansion cylinder to simultaneously perform two-stage compression of the supply gas.
It has become possible to further improve the thermal efficiency of cycle-type internal combustion engines.

As described in detail above, the present invention satisfactorily solves the shortcomings of the prior art, and can greatly contribute to society by meeting the demands of the times such as energy saving and environmental purification.

[Brief explanation of the drawing]

1 to 4 are operation stroke diagrams of an internal combustion engine according to an embodiment of the first invention of the present application, and FIGS. 5 to 10 are operation stroke diagrams of an internal combustion engine according to an embodiment of the second invention. 1... Combustion cylinder 2... Expansion cylinder 3... Crankshaft 4... Combustion cylinder crank chamber 9... U 13...Piston of combustion cylinder 14...Piston of expansion cylinder I5...1 Crank chamber of expansion cylinder Patent applicant
Yoshitaka Shimizu

Claims (1)

[Claims] A crank chamber scavenging type two-cycle twisted firing cylinder 1 and a two-stroke expansion cylinder 27 are mounted on the crankshaft 3 with a phase difference. A two-stage expansion characterized in that the pressing exhaust boat 9 is connected to the upper end of the expansion cylinder 2, and the high-temperature, high-pressure exhaust gas discharged from the combustion cylinder 1 is guided to the expansion cylinder 2-\ and is re-expanded therein. v in the formula
A institution. (21 On the crankshaft 3', a crank chamber 2-cycle combustion cylinder 1' and a 2-cycle expansion cylinder 2' are installed with a phase difference 1, 1, and the valve f of the combustion cylinder 1' is installed. =1 Exhaust boat 9' is connected to the upper end of the expansion cylinder 2' to perform two-stage expansion of exhaust gas, and the crank chamber 15 of the expansion cylinder 2' is connected via the one-way bell 17 (7) to the crank chamber of the combustion cylinder. 4. A two-stage expansion internal combustion engine, characterized in that the engine is in communication with a four-stage engine, and air supply gas is compressed in two stages.