JPS5963312A - Control apparatus of gas flowline of combustion chamber and seal member for operating same - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

DETAILED DESCRIPTION OF THE INVENTION BACKGROUND OF THE INVENTION The present invention relates to a sealing element for a rotary valve for controlling the exhaust of a rotary distribution motor such as a two-cycle engine or a controlled combustion internal combustion engine. Regarding.

DESCRIPTION OF THE PRIOR ART In known two-cycle engines, the combustion gases are discharged through a transverse hole located in the cylinder and opened by the piston when the end of the drive stroke is reached. Since the position of this port is fixed, an advance angle of the opening is determined which is equal to the delay angle of the closure of the exhaust at the end of the drive stroke, giving rise to the following disadvantages which are well known to this type of engine.

1. Since the exhaust boat is installed at the bottom of the cylinder, it is difficult to completely exhaust the combustion gas present in the cylinder, especially the cylinder head.

2. It is necessary to configure this exhaust system with a counterpressure so that too much fresh gas is exhausted during exhaust.

3. It is impossible to make the air supply system function properly over a wide range of normal rotational speeds. This is because the system operates optimally at a rotational speed that is compatible with the geometry of the ejector.

4. Decrease in yield. As the engine rotates, fresh gas is discharged into the exhaust gas and combustion gas is re-inhaled, thereby greatly increasing fuel efficiency.

5. High-temperature exhaust gas causes oil to burn, increasing piston ring seizure and staining the engine, causing piston rings to seize.

To overcome these drawbacks, gas exhaust valves have been used which improve cylinder filling, especially for two-cycle diesel engines, but this also poses new problems, such as:

1. Squeeze the gas and cause a significant charge loss.

2. Due to the double cycle, the valve becomes hot and difficult to cool down.

3. The knocking sound is quite loud.

One of the objects of the present invention is to overcome these drawbacks and, in particular, to greatly improve the yield of two-stroke motors by preventing unburned particulates and oil, reduce pollution, and yet be easy and economical to manufacture. The goal is to provide a device that is

SUMMARY OF THE INVENTION In a control device for discharging exhaust gases or introducing fresh gases from a combustion chamber of an internal combustion engine, in particular a two-stroke reciprocating engine or a rotary piston engine, constituted by a rotary pulp or rotor with transverse channels. This rotary pulp rotates continuously or alternately in synchronization with the rotation of the motor on a shaft parallel to the rotation axis of the motor, and its channel closes an orifice in synchronization with each phase of the compression stroke. To connect the combustion chamber to the exhaust, on one side there is an orifice connected directly to the combustion chamber, and on the other side the exhaust of combustion gases towards the outside (appearing on the orifice connected with 11S). The combustion chamber is evacuated, and the exhaust of the combustion chamber and the rotary pulp are contained in a bore having an orifice connected directly to the combustion chamber of the engine and an exhaust orifice connected to the exhaust.

The cross section of these orifices differs from that of the rotary pulp (yellow channel). In the most commonly used embodiment of the invention, the orifices connected to the combustion chamber are located within a sealing ring housed within the bore. 2 The sealing ring is pressed against the rotary pulp by the pressure within the combustion chamber and is surrounded by a sealing element such as a ring or a plurality of sealing elements, the ring being slidable within the bore and V Its sliding distance is also limited by the rotary pulp on the one hand and by the retaining shoulders on the other hand. By using a metal annular sealing ring with good frictional properties, the discharge part can be kept in place despite the high temperature of the exhaust gases. Airtightness can be maintained.

According to two specific examples of engines, the rotary pulp is driven with a rotational angular velocity that is half the angular velocity of the crankshaft of the engine; Mechanical coupling means connected to the engine crankshaft, such as connected drive rods, provide alternating rotations for each revolution of the engine.

In order to minimize the machining steps of the hole and to improve the retention of the sealing ring, it is advantageous for the diameter of the hole to be larger than the diameter of the orifice connecting to the outlet. The rotary pulp or rotor includes at least one slot or internal circuit surrounding its transverse channels for circulating the cooling liquid, in order to prevent the sealing ring from biting onto the contact surfaces subjected to the maximum pressure of the exhaust gases. Crab preferred.

According to another embodiment of the invention, the cross-section of the mail ring provided in the sealing ring in contact with the rotor 1 valve is equal to or greater than the cross-section of the channel provided in the rotor 1 valve /J' At the end of the drive stroke of the piston closing the combustion chamber, the first nozzle in the seal ring and the rotary pulp channel are coaxially located.

When the device of the invention is applied to a two-cycle engine in which the air crab is introduced via at least one inlet boat opened by the piston just before the piston passes through the end of the drive stroke, the drive shaft of the lochry pulp The angular position of the rotary knob relative to the engine crankshaft is adjusted so that when the combustion chamber is completely flushed, the transverse channel of the rotary knob is closed so that fresh gas is not lost mixed with the exhaust gas.

The angular position of the rotary pulp drive shaft is such that the transverse channel of the rotor 1 horn begins to open onto the combustion chamber at the end of the drive stroke just before the inlet boat is opened by the piston, and the transverse channel between the combustion chamber and the rotor 1 horn The connection is adjusted by the engine crankshaft so that the connection is completed immediately after the inlet port is reclosed by the piston on its way back to the end of the compression stroke.

According to a particularly advantageous embodiment of the invention, in the longitudinal section of this exhaust stem, at least the inside of the transverse channel provided in the rotor 1 has the general shape of a convergent-divergent Venturi tube; This reduces the total pressure loss and/or heat transfer of the exhaust gases and provides supersonic exhaust where needed. The neck of the Venturi tube may be located in the center of a transverse channel provided in the rotary pulp, or may be adjacent to one of the outlet edges of this channel.

According to one variant of the invention, the axes of the two orifices substantially coincide with the axis of the cylinder and are located in the center of the combustion chamber provided in the cylinder head.

According to another variant, the axes of the two orifices are inclined to the axis of the cylinder and are located on one side of the combustion chamber provided in the cylinder head.

The angle of inclination of the two orifices furthermore lies between 0 and 60° in the case of a preferred Spark Plus or diesel engine to ensure space for the injector.

A two-cycle internal combustion engine including an exhaust or intake flow path installed in the wall of each combustion chamber of the engine has a rotating rotary valve control device of the present invention interposed in the flow path adjacent to the wall of the combustion chamber. can be provided.

According to one embodiment, the cane air channel and its rotating rotary valve are made as separate units and then attached to the cylinder head of the combustion chamber, and the part of the intake and exhaust channel that receives the rotary pulp is manufactured as a separate device. It is sometimes produced in one piece or as an assembly of several parts, for example by casting and/or machining, as an element integrated into the combustion chamber.

Furthermore, one of the manufacturing difficulties of internal combustion engines is the sealing of the combustion chamber. If a rotary distributor is used which seals the combustion chamber during the high-pressure combustion stroke to control the exhaust/ζ inlet flow path of the combustion chamber gases.

Furthermore, it is desirable that the rotary joint be able to withstand high temperatures (600-900°C) and chemically corrosive flames.

A number of sealing systems have been proposed, but all of them either seize or fail to seal after use.

French Patent No. 7.01 to maintain the function of the distributor
It is necessary to provide a full expansion operating clearance between a rotary distributor such as that described in No. 4.132 and its housing or bore. French Patent No. 7.105
．． No. 088 describes a sealing device that forms part of the combustion chamber configuration and is slidably mounted in a perpendicular bore in the distributor housing to intersect the two cylinders. The seal ring of this device is compressed by the pressure in the combustion chamber against the rotary distributor, creating an operating clearance between the fLp distributor and the seal ring.

These known devices are difficult to seal at high operating temperatures or during cold start-up and involve considerable wear of the contact surfaces of the joints and rotary distributors.

The seal member for a cylindrical rotary valve according to the present invention has an annular seal joint l having an axis transverse to the axis of rotation of the rotary pulp having at least one channel therethrough.
The joint moves in all axial directions within the hole due to the pressure inside the combustion chamber and presses the rotary pulp on its outer surface to seal, thereby ensuring airtightness of the discharge boat of the combustion chamber of the internal combustion engine. A feature is that the contact area between the rotary pulp and the joint is lubricated by an oil film that is maintained regardless of the gas pressure flowing through the rotary pulp (in the combustion chamber).

The edges of this joint form a rib with an angle less than 90' along a plane transverse to the axis of rotation of the rotary pulp at each end of the joint that contacts the rotary pulp. The lip of this joint is provided on the entry side where a channel provided in the rotary pulp emerges to come into contact with this annular joint, and is provided with a chamfered portion to form an oil reservoir. This causes an oil film to penetrate between the contact surfaces of the rotary pulp and the annular joint.

According to another embodiment, the annular joint at its minimum axial cross-section has an axial height only approximating the minimum height that guarantees full strength against the pressure of the combustion chamber present inside the joint. As a result, the joint can be pressed against the rotary valve with good elasticity and the oil film retention performance can be improved.

The annular joint has an axially varying wall thickness, and its inertia at its smallest cross section means that even small overpressures of about 0.1 to 1 bar lead to deformations of the joint and its sealing side pressed against the rotary pulp. On the one hand, it is determined to ensure the full strength of the joint against rupture under the influence of the pressure in the combustion chamber and to ensure the maintenance of an oil film between the joint and the surface of the rotary pulp.

According to another embodiment of the joint, its outer diameter is comprised between 4/7 and 6/7 of the outer diameter of the rotary pulp, thereby improving the oil film retention capacity of the joint's central passage. Good compatibility 'ff between the contact surface with the rotary pulp and the curvature of the contact surface with the rotary pulp having a small oil film retention capacity at the edge of the joint along the plane transverse to the axis of rotation of the rotary pulp.

Other objects, advantages and features of the invention will become apparent through the description of non-limiting embodiments of sealing elements illustrated in the accompanying drawings.

DESCRIPTION OF THE PREFERRED EMBODIMENTS The engine shown schematically in FIGS. 1-5 comprises the well-known elements of a two-cycle engine. Crankcase l includes cylinder 2 and is connected to cylinder head 3.
The cylinder head is cooled by circulation of liquid together with the cylinder 2, and a spark plug 5 is provided so as to close the combustion chamber 4. In the case of diesel engines, this is replaced by a fuel injector.

7 The cylinder head 3 is shown integrally with the crankcase 1, but in reality it is generally attached to the crankcase l with stud bolts, and the cylinder head 3 is cooled in a cooling circuit common to the crankcase 1 and the cylinder head 3. It is designed to allow fluid to circulate.

A transfer chamber 7 is provided in the lower part of the crankcase 1, and a crankshaft 8 connected to a driving rod 9 moving within the cylinder 2 and a piston 10 is housed in the transfer chamber 7. This transfer chamber 7 has a minimum volume adapted to the wheel clearance of the crankshaft 8 and the driving rod 9, while in the case of a diesel engine directly and in the case of an engine ignited by the illustrated spark plug. is connected to the filtered air inlet boat 11 via a carburetor 12,
On the other hand, as shown in FIG. 3, a transfer boat 13'l is provided at the end of the driving stroke of the piston 10. The sealing piston ring 14 of the piston 10 is connected to the boat 1 at the end of the driving stroke of the piston 10.
3 is opened to allow the vaporized gas compressed in the transfer chamber 7 to enter the combustion chamber 4 as shown in FIG. A scraping ring 15 provided on the piston in the part opposite the piston head closing the combustion chamber 4 is removed from a relatively high position on the piston (about the stroke of the piston towards the end of the drive stroke in FIG. 4). ) suction gas is drawn through the inlet boat 11 into the transfer chamber 7, which is placed under vacuum by the rise of the piston 10.

According to the invention, the exhaust flow path of the motor is controlled in the cylinder head 3 by a rotary knob 16 rotating in a chamber defined by the bore 17. The cylindrical outer circumferential surface of the pulp 16 is directly adjacent to, but not in contact with, the wall of the hole. This rotary pulp 16 is moved around an axis 18 perpendicular to the axis of the cylinder 2 by any means such as a gear train or a chain or a toothed belt! It rotates at half the angular speed of the crankshaft 8 of the entire engine.

The rotary pulp 16 includes transverse channels 19f which, during rotation of the rotary pulp, open alternately on the one hand onto an orifice 20 connected to the combustion chamber 4 and on the other hand externally by suitable means such as an exhaust pipe. It opens onto an orifice 21 connected to the opposite combustion gas discharge section. After combustion of the air-fuel mixture, the rotary pulp 16 reaches a high pressure in the direction of the combustion chamber (50-60 bar in the case of cycle vaporization engines, but even up to 160 bar in the case of supercharged diesel engines). The airtightness of the combustion chamber 4 is maintained by a metal sealing ring 22 which is movable in a hole 23 opening onto the combustion chamber 4. The tightness of the ring 22 in the bore 23 is maintained by at least one elastic flexible ring 24, and the movement of the ring 22 towards the combustion chamber 4 is prevented by the gripping shoulder 2.
5. In fact, the sealing ring, which has a front sealing surface 26 corresponding to the cylindrical surface of the rotary pulp 16, is rotated by the pressure in the combustion chamber 4 acting on its annular portion against a pressure slightly greater than atmospheric pressure in the bore 17. It is pressed against the pulp 16.

The axes of the orifices 20 and 21 substantially coincide with the axis of the cylinder 2 but are further wedge-shaped to provide a favorable position of the spark plug 5 and to ensure maximum turbulence of the compressed gas and improved flame propagation. It may also be tilted to allow the use of a combustion chamber 4 that forms a

The guide hole 23 of the sealing ring has a cross section similar to that of the exhaust orifice 21 in order to ensure a minimum cross section of the orifice 2o connected to the combustion chamber 4 and sufficient lubrication when the ring 22 contacts the rotary pulp 16. It also has a large cross section. Lubrication of the contact surface between the ring 22 and the rotary pulp 16 passes through the inner metal of the cavity 27 of the rotary pulp and reaches the cylinder head 3 by a suitable joint installed at the position of the guide bearing of the rotary pulp 16 in the cylinder head 3. Rotary pulp by circulation of cooling liquid 16
can only be maintained by intense cooling.

The operation of the control device for evacuation of exhaust gas will be explained based on FIGS. 1 to 4, but not all elements or parts in each figure are labeled with reference numerals.

In the direction of rotation of the crankshaft 8, represented by the arrow parallel to the counterweight as seen in FIG. It is compressed in chamber 7. According to its downward stroke, the piston 1o moves to its first ring, i.e. 1 combustion 1 ring 14a.
The transfer chamber 13 is opened to introduce fresh gas slightly compressed in the transfer chamber 7 into the combustion chamber 4.

Immediately before the opening of the port 13 (n7), the rotary pulp 16, which is also rotating, brings the transverse channel 19, which is already connected to the discharge orifice 21, into communication with the orifice 2o provided on the combustion chamber 4 (FIGS. 2 and 2). (See Figure 3). FIG. 2 shows the motor at the time when the entrance lip A of the cylindrical channel 19 reaches above the orifice 20, just before the first combustion ring 14a communicates the port 13 and the combustion chamber 4.

channel 19 before port 13 is substantially opened.
The upper orifice 20 opens and, by virtue of the relatively high pressure in the combustion chamber 4 (approximately 10 bar in the case of a cycle engine), a small portion of the combustion gases is already exhausted into the exhaust section. Excess pressure remaining in the combustion chamber 4 is removed by a transfer channel 7a existing between the main transfer chamber 7 containing the crankshaft 8 and the port 13 by means of a port 13.
Compress some of the fresh gas inside. As the movement of the piston 1o continues until the end of the drive stroke shown in FIG. At the end of the drive stroke it quickly disappears through the wide passage of the transverse channel 19, which is located precisely on the axis of the cylinder 2 and the orifice 2o. FIG. 3 shows an orifice 20 in which the cross section of the channel 19 is fL provided in the seal ring 22.
The sealing ring 22 contacts the cylindrical outer peripheral surface of the rotary pulp 16 and contacts the corresponding lip of the orifice 2o which opens onto the combustion chamber corresponding to the end of the drive stroke of the piston lO. It shows.

Figure 4 shows the piston 1 after reaching the end of the drive stroke.
0 rises again to the compression position, the ring 14 closes the transfer port 13, while the rotary chamber of the rotary valve 16 closes the orifice 20.21, thus isolating the combustion chamber from the exhaust.

According to the M cheap design of the present invention, the exhaust oriice 20.19
．． 21 is the cylinder 2 on the opposite side of the transfer boat 13
It should be noted that the fresh gas flowing throughout the boat 13 located inside and at a pressure slightly higher than atmospheric pressure can displace the combustion gases in the direction of its front discharge. This expulsion effect of the unmixed exhaust gas of the mixture 1 is intensified by the pressing effect applied to the exhaust gas, and this suppression effect is caused by the unique frequency of the exhaust flow path being harmonized with the rotational frequency of the engine. Excited by 扛.

At the point in the cycle shown in FIG. 4, the scraping cylinder 15 connects the capretor 12 to the transfer chamber 7, which is under some negative pressure due to the effect of the rising piston 10 towards the end of the compression stroke. Entrance bow h
Open ll. During the ascent of the piston 1o towards the end of the compression stroke, the negative pressure in the transfer chamber 7 is due to the fact that the chamber 7 is being filled by the supply of fresh gas and the inertia of the gas column between the carburetor 12 and the transfer chamber 7. Despite this, after the compression stroke of the piston 1o is completed and the air-fuel mixture compressed in the compression chamber 4 is combusted, the piston 1o
It is maintained by a mechanical hysteresis effect until the o is lowered and closes the inlet orifice ll'z again by its scraping ring 15 into the position shown in FIG. During the positioning of the piston 10, the coupling mechanism between the crankshaft 8 and the rotary pulp 16 drives the pulp rotationally through half a revolution during one revolution cycle of the engine, and the other outlet of the channel 19 is connected to the sealing ring 22. Collaborate with the artist to open and close the gold-rimmed door.

According to the embodiment shown in FIG. 5, there are two modifications to the engine shown in FIGS. 1-4. The rotary pulp 16 is brought into oscillatory rotation in synchronization with the rotation of the crankshaft 8 by a drive rod 30 attached to a pulley or intermediate wheel 31 mechanically connected to this crankshaft by a chain or toothed belt 32. The drive rod 30 is attached at both ends to a pulley 31 and a rotary pulp 16 by crank pins, respectively, and the pulp 16 is connected to a drive rod 30 attached to the pulley 31.
The fact that the channel 19 opens wide onto the combustion chamber 4 at the end of the compression stroke of the crankbin allows it to remain in its maximum open position for a long time.

According to another refinement of this embodiment, the longitudinal cross-section of the channel 19 connected to the internal bore of the ring 22 and the cross-section of the discharge pipe 21 has the general venturi shape of the converging-divergent type, the neck 33 of which In this case it is located substantially in the center of the channel 19, but it may also be located adjacent to the outlet side line of this channel if the cross-sectional shape of the discharge circuit allows this. When the exhaust gas pressure is high enough, the flow in the divergence region reaches supersonic speed and exhaust noise is produced.

Heat transfer and total pressure losses are greatly reduced regardless of the exhaust pressure.

Of course, the described embodiments can be modified in many ways by those skilled in the art without departing from the spirit of the invention.

Thus, the exhaust control system described with respect to a two-cycle internal combustion φ motor can be applied to a two-stroke or four-stroke motor by replacing the exhaust and/or cylinder air intake pulp. It is also possible to adjust the position of the transverse channel 19 for each position of the piston 10 in other ways. This channel 19 may be constituted by two openings of relatively small cross section appearing in the enlarged central part to form a pre-expansion chamber for the exhaust gas in the rotary pulp 16.

Orifices 20 and 21 may be circular in cross-section, similar to the cross-section of channel 19, but are preferably rectangular or square with beveled edges.

The orifice 20 may be provided anywhere on the wall of the combustion chamber 4 and also constitutes an inlet for introducing fresh gas into the combustion chamber 4. Furthermore, the inlet port may be supplied by means other than high pressure in the transfer chamber 7 and may be filled with compressed air, for example by a turbo compressor or a blade pump. One important advantage of the device according to the invention is that the piston l
At the end of the OQ compression stroke, the combustion chamber 4 is connected to the ring 2.
2 and in which the fuel injection is carried out using an injector that supplies an atomized combustible sheet substantially parallel to the inlet cross-section of the ring 22 on the upper surface of the piston 10 or on the side of the combustion chamber 4. In the case of a high compression engine such as the Jin-Tei Jin, Sealig 722
is pressed onto the rotary pulp 16 only by the pressure within the combustion chamber 4.

As one variation, the drive rod 30 of FIG. 5 may be connected in a tangential manner to a pulley or wheel of the crankshaft 34. Channels 19 may also be replaced by transverse slots provided in the sides of the rotary pulp, thereby alternating the transverse outlet 21 into the combustion chamber 4 or, if necessary, into the fresh gas inlet. Communicate.

FIGS. 6-9 show a rotary distributor 101' in the form of a rotary pulp (FIG. 6) supported on smooth rollers or bearings.
, the distributor rotates within the bore 102 of the housing or stator 101a with a clearance such that the expansion caused by the passage of the hot gas, even if different, does not come into contact with the walls of the bore. The rotation direction of the rotor is determined by distributor 1.
Indicated by the arrow adjacent to the 01 aspect.

The sealing element 103 is used to keep the combustion chamber 104 of the internal combustion engine airtight. This element is mounted freely in a bore 105 perpendicular to the groove 102 of the housing or stator, slides completely within the bore with a large working clearance, and has a slightly conical shape towards the combustion chamber 104. I am doing it.

The circumferential sealing of the elements 103 forming the annular ring is ensured by one or more flexible sealing rings 106 . Exhaust gas passing through the combustion chamber 104 and heading towards the outlet passes through a cross passage 107 provided in the distributor and a central orifice 10'7 of an annular ring (seal joint) 1o3.
a' (i = discharged through. During operation of the internal combustion engine, the rotary distributor 101 and its sealing element 103 are subjected to various mechanical and thermal strains, namely: 1. The distributor 101 and , the difference in average temperature between the sealing element 103, which receives a "flareshot" of exhaust gases and dissipates most of its heat by its surface in contact with the distributor 101.

2. The materials that make up the distributor 101 and the sealing element 103 are different to maintain good frictional and thermal properties, and the sealing element usually has an expansion coefficient of aluminum that makes up the distributor 101 and its housing 101a'. The fact that it is made of cast iron, which is about half the value of alloy.

3. The shape of the distributor, the expansion, its rotation and the geometric rhombus of the mechanical strain caused by the centrifugal force.

The parameters are the radius of curvature OA of the distributor, the radius of curvature OB of the friction surface of the seal ring 103, which must always match, and the effect of the alternating thermal radiation of the flame and exhaust gas from the motor. Transform.

The seal ring of the present invention has a minimum cross section along the cutting surface 108 (
(see FIG. 7) in the combustion chamber 104.
It has great flexibility even when low gas pressure (at the beginning of compression) acts, and the radius of curvature OB of the element is equal to the radius of curvature OA of the distributor.
Even if they are substantially different from each other, the bending of the element 103 brings them into alignment and ensures that they are always in contact to maintain airtightness.

FIG. 8 shows the seal ring 103 deformed mainly due to the thermal effect of frictional contact with the distributor 101. The radius of curvature OA of the distributor is greater than the radius of curvature OB of the sealing element. Under the influence of pressure, the element 103 deforms outwards so that OA becomes equal to OB. In FIG. 9, the radius of curvature OA of the distributor is the radius of curvature O of the element 103 not subjected to pressure.
B is also small. Under the effect of the pressure in the combustion chamber 104, the sealing element 103 deforms inward and OA becomes equal to OBK.

sticker! When pressure is applied inside the orifice of the passage 107a of the element 103, the minimum cross section along the cut surface 108 (FIG. 7)
It should be noted that the stress in this region of least resistance must be made sufficiently compatible with the mechanical properties and drag forces of the material used for the annular sealing element 103, since maximum stress can occur within the annular sealing element 103 and cause rupture. be.

It will become clear from the further discussion that materials with a low elastic modulus and good elongation-flexion properties, such as steel or cast iron for the elastic rings of the piston, give the best results.

If the radius of curvature OB shown in FIG. 8 is larger than the final radius OA, the orifice 10 of the seal orifice 103
The pressure inside 7a tends to bend it by the geometrical reaction of the sealing element to the pressure on the inner wall 109 of orifice 107a.

In order to achieve good start-up during cooling, the initial radius of curvature OB is preferably selected to be smaller than the initial radius of curvature OA during machining of the distributor 101 during machining of the sealing element.

The clearance between the sealing element 103 and its bore 105 must be sufficient to accommodate compliant deformations that do not cause damping that is detrimental to its normal operation and that may be encountered during operation. The selection should be based on thorough research in all cases.

According to the invention, various means are provided at the annular joint 1o3 in order to maintain a continuous oil film in surface contact between the cylindrical outer circumferential surface 115 of the distributor 101 and the joining surface 116 provided on the knoll ring. (Figures 7 to 9)
figure).

One of these means is the lip 11 of the joint on the entry side when the annular joint and the channel 107 come into contact.
7 (see FIG. 8) is provided with a chamfer 118 to form an oil reservoir at the inlet of the contacting seal surface. The mist from the high-pressure oil supply or, in the case of two-cycle engines, mere condensate of oil carried by the exhaust gases, is fed to a castle permanently connected to an outwardly directed exhaust pipe 119. The oil discharged into this area is
The surface of the hole 102 and the outer peripheral surface 115 of the distributor 101 are blocked by the sealing ring 106 of the sealing element 103 in the
The oil is introduced into the annular space 113 contained between the oil and oil and is collected in the oil portion formed by the chamfered portion 118.

When the temperature of the exhaust gas deforms the parts in contact, a large elasticity is provided between the distributor 101 and the metal annular element 103 in order to maintain the oil film interposed between these parts.
It is necessary that the pressure in the combustion chamber 104 is completely forced through the sealing element 103 to the distributor.

This causes the f@small cross section 108 of the sealing element 103 to rupture in the radial direction of the passage 107a of the element 1o3i.
can be reduced to a minimum height sufficient to resist the effects of internal pressure. Furthermore, the diameter of the element 103 is between 1/10 and 1/8 of the outer diameter of the distributor 101, and due to the influence of the pressure acting on the element in the direction of the rotary pulp, it is pressed onto the rotary pulp through the oil film. A good balance between the parts of the sealing element and the pressure effects of the gas from the combustion chamber is achieved.

The outer diameter of the joint 103 and the outer diameter of the hole 105 that guides it are between 4/7 and 6/7 of the outer diameter of the rotary pulp 101, and the center portion of the joint 1030 passage has improved oil film retention performance. Rotor IJ Providing good harmony between the contact surface of the pulp and the curved surface of the contact area with the rotary pulp at the edge of the joint along a plane transverse to the axis of rotation of the rotary pulp. This curved surface itself has low oil film retention performance.

Of course, the sealing member of the present invention is not limited to the diagonal embodiment, and numerous modifications may be made by those skilled in the art without departing from the scope of the invention.

The axial clearance between the planar base 120 of the sealing element 103 and the bearing surface 112 provided on the housing 101a containing the distributor 101 -1 can be adapted to the expansion of the housing 101a and the distributor 101 with y<1o3 Must be made to the minimum value. i.e.) in modern two-cycle engines, it is approximately 5/20 mm in size.

Furthermore, the sealing element 103 can be provided without a return spring if the hole 105 is made slightly conical, so that the sealing element 103 can remain in place when the sealing element is placed at the head of the combustion chamber, as shown in FIG.
The 9g 103 tends to be pushed back towards the rotary pulp 101 by a kind of aerodynamic effect against the gravitational force acting above, so that it is firmly pressed onto the rotary pulp type distributor 101.

Furthermore, this element 103 can also have an outer diameter very close to the diameter of the hole 105, so that during expansion of its diameter under the action of the pressure of the combustion chamber 104, the element 103 is pressed against this groove wall and is prevented from bursting. Risk is reduced.

[Brief explanation of the drawing]

FIG. 1 shows a single-cylinder, two-stroke engine equipped with an exhaust gas control device according to a preferred embodiment of the present invention. 1 shows a side sectional view with the piston in the initial position of compression of the air-fuel mixture drawn into the case of the crankshaft; FIG. FIG. 2 shows the same engine just before the exhaust and the fresh gas transfer boats in the cylinders are opened. FIG. 3 shows the engine at the end of its drive stroke. FIG. 4 shows the engine at the moment when the piston opens the fresh gas robot in the housing of the crankshaft during the compression phase of the combustion chamber. FIG. 5 shows an embodiment of an engine in which a rotary pulp for exhaust control performs reciprocating rotational motion. FIG. 6 shows a cross section of a rotary distributor equipped with a sealing element or member according to the invention. FIG. 7 shows an enlarged view of the smallest cross section of the sealing element. FIG. 8 shows a cross section of the sealing element in an exaggeratedly enlarged manner for illustrating a state in which the sealing element is deformed due to frictional heat and/or contact wear with the surface of the rotary pulp. FIG. 9 also shows an exaggeratedly enlarged cross-section of the sealing element in a state deformed by the exhaust gas. 1...Crankcase, 2...Cylinder. 3... Cylinder head, 4... Combustion chamber. 5...Spark plug, 8...Crankshaft. 9... Driving rod, 10... Piston 51
1... Entrance boat, 12... Capuleta. 13... Transfer boat, 14.15... Piston ring. 16...Rotary pulp, 19...Transverse channel. 20.21... Orifice, 22... Seal ring,
23... hole. Patent applicant Guy Fuguru (1 other person) Patent attorney Akira Aoki Patent attorney Kazuyuki Nishidate Patent attorney Kyo Nakayama Akira Yamaguchi

Claims (1)

[Claims] ■ A control device for discharging exhaust gas from a combustion chamber of an internal combustion engine or a rotary engine or a rotary engine, comprising a rotary valve or a rotor having a transverse channel, This rotary valve has a continuous or alternating rotational movement in synchronization with the rotation of the motor around an axis parallel to the axis of rotation of the motor, and its channel is located on one side over an orifice connected directly to the combustion chamber. and on the other side an orifice connected to an outwardly directed combustion gas exhaust. This closes the orifice in synchronization with each phase of the compression process, and then connects the combustion chamber to the exhaust section to exhaust the combustion chamber, and the exhaust section of the combustion chamber and the rotary valve are directly connected to the combustion chamber of the engine. and a discharge orifice connected to the discharge portion. The orifice connected to the combustion chamber is provided in an annular seal housed in the bore and pressed against the rotary valve by the pressure within the combustion chamber and surrounded by a plurality of sealing elements, such as a resilient sealing ring, and the annular seal is A control device for the gas flow path of the combustion chamber in which the seal is completely slidable within said bore and whose sliding distance is limited on the one hand by a rotary valve and on the other hand by a retaining shoulder. 2. The device according to claim 1, wherein the rotary valve is driven at a rotational angular velocity that is half the angular velocity of the engine crankshaft. 3. The rotary valve is driven by the crankshaft at one end and the pendulum alternates at each revolution of the engine by mechanical coupling means connected to the crankshaft of the engine, such as a drive rod connected to the rotary valve at the other end. The device according to claim 1 or 2, which produces vibration and rotational noise. 4. A device as claimed in any one of claims 1 to 3, wherein the rotary valve includes at least seven holes surrounding its transverse channel for circulating cooling fluid. 5 Provided within the annular seal that contacts the rotary valve.
+, the cross-section of the orifice is located substantially on the axis of the channel at the end of the drive stroke of the piston closing the combustion chamber; as claimed in any one of claims 1 to 4; equipment. 6. A device applied to a cycle engine in which air is introduced through at least one inlet port opened by the piston just before the piston passes through the end of the driving stroke, the device being applied to the angular position of the drive shaft of the rotary pulp. The rotary pulp transverse channel is adjusted relative to the engine crankshaft in such a way that when the combustion chamber is completely cleaned, the transverse channel of the rotary pulp closes and no fresh gas is lost to the exhaust gas. Apparatus according to any one of clauses 1 to 5. 7. The angular position of the drive shaft of the rotary pulp relative to the crankshaft is adjusted such that the transverse channel of the rotary pulp begins to open onto the combustion chamber at the end of the drive stroke just before the inlet port is opened by the piston. Equipment described in Scope No. 6. 8. The angular position of the drive shaft of the rotary pulp relative to the crankshaft is such that the connection between the combustion chamber and the transverse channel of the rotary pulp is completed immediately after the inlet port is closed again by the piston on its way back to the end of the compression stroke. Apparatus according to claim 6 or 7, which is adjusted. 9. In a longitudinal section of said exhaust system. At least the inside of the transverse channel provided in the rotary valve has the general shape of a convergent-divergent Venturi tube, thereby reducing the total pressure loss and/or heat transfer of the exhaust gases where necessary. 9. A venturi tube according to claim 1, wherein the neck of the venturi tube is located at one of the outlet edges of the channel. Device. 10. Any one of claims 1 to 9, 1, wherein the axes of the two orifices substantially coincide with the axis of the cylinder of the engine and are located in the center of a combustion chamber provided in the cylinder head. Equipment described in paragraph 1. 11. The rotary valve control device according to any one of claims 1 to 10 is provided with an exhaust circuit in the wall of each combustion chamber of the engine, which is interposed adjacent to the wall of the combustion chamber. equipped with an internal combustion engine. 12. The engine according to claim 11, wherein the exhaust circuit and its rotary pulp are made separately and later attached to the cylinder head of the combustion chamber. 13. An engine according to claim 11, in which the part of the exhaust circuit that receives the rotary pulp is manufactured as an element incorporated into the combustion chamber during its manufacture, for example by machining of castings and/or raw materials. 14 An annular sealing joint If having an axis transverse to the axis of rotation of the rotary pulp, the joint moving axially in the guide hole due to the pressure in the combustion chamber and pressing to seal the rotary pulp with its outer surface, as claimed in the patent. For a substantially cylindrical rotary valve having at least one penetrating channel ensuring tightness of the exhaust boat of the combustion chamber of an internal combustion engine according to any one of paragraphs 1 to 13. A sealing member in which the guide hole of the joint is slightly conical so as to always direct the joint in the direction of the rotary pulp. A sealing member that is lubricated by an oil film that is maintained despite the application of 15 At each end of the joint where the edge of the joint contacts the rotary valve, a rib with an angle of less than 90° is formed along a plane transverse to the axis of rotation of the rotary pulp, and the lip is such that the channel provided in the rotary pulp It is provided on the entry side that emerges to come into contact with the joint and is chamfered to form an oil reservoir so that an oil film penetrates between the contact surfaces of the rotary pulp and the annular joint. The member described in item 14. 16 The annular joint guarantees strength at its smallest axial cross-section to withstand the pressure of the combustion chamber existing inside the joint. Therefore, the joint is pressed against the rotary valve with good elasticity and the oil film retention performance is improved.
Components listed in Section 15. 17. The annular joint has a wall thickness that varies in its axial direction and its inertia at its smallest cross section is about 0.1 to 1.
The small excess pressure of the bar causes deformation of the joint and its seal i<1H material when pressed against the rotary pulp, while maintaining the strength of the joint so that it does not burst due to the influence of the combustion chamber pressure. A member according to any one of claims 14 to 16. 18. The outer diameter of the EM-shaped joint is between 4/7 and 6/7 of the outer diameter of the rotary pulp, and the center passage of the joint is in contact with the rotary pulp, which improves the oil film retention ability. Claims 14 to 14 realize good compatibility between the surface and the curvature of the contact surface with the rotary pulp having low oil film retention performance at the edge of the joint along the plane transverse to the axis of rotation of the rotary pulp. A member described in any one of items up to item 17.