JPS60198315A - Circulation control device of gas supply and exhaust of engine chamber of internal combustion engine - Google Patents

Abstract

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

Description

BACKGROUND OF THE INVENTION Field of the Invention The present invention relates to an internal combustion engine, in particular a reciprocating engine or a rotary engine, in particular a two-stroke engine or a four-stroke engine, for controlling the circulation of intake and exhaust air in the engine compartment of an internal combustion engine, particularly a reciprocating engine or a rotary engine, particularly a two-stroke engine or a four-stroke engine. or a throttle or rotor having four parts or lateral cutouts forming a cross passage for the exhaust, said throttle providing a direct passage with the combustion chamber for carrying out the successive strokes of the engine cycle, as required for the exhaust and It concerns a device that performs a continuous rotational movement synchronized with the rotation of the engine around an axis parallel to the axis of rotation of the engine in order to connect to the intake air.

Summary of the prior art According to known examples of this type of engine capable of high speed rotation (French patent applications No. 8312071 and No. 8212072), the throttle has an opening directly connected to the combustion chamber and an intake directly connected to the exhaust collector. It is housed in a transverse bore that opens into an inlet and/or an outlet. The passage directly connected to the combustion chamber is provided in a seal ring housed in the bore, and the seal ring is pressed against the throttle by the internal pressure of the combustion chamber from a continuous sealing surface around the opening directly connected to the combustion chamber. There is. The seal ring is also surrounded by one or more seal members, such as piston rings. The rail ring is slidable within the bore and the stroke of the seal ring is limited by a throttle and a retaining shoulder.

Combustion engines such as the one described above do not have a reciprocating distribution member and therefore are not limited by the 11m frequency, allowing them to have a better power-to-weight ratio than other engines tested to date, especially for small payload volumes. Advantageous for institutions. The most important advantage of this type of distribution system is that it allows the use of exhaust and intake pipes with twice the internal diameter of standard valve systems, thus achieving an increased air supply and increased power output. It is possible.

According to a full trial test of the rotary throttle distribution system,
It has been found that rotary dispensing systems of this type have operational drawbacks or deficiencies that prevent the full realization of the above advantages.

Among these various drawbacks, one that should be pointed out in particular is that it is difficult to ensure lubrication and cooling of the sealing members, which leads to excessive wear between the throttle and the sealing members and increased oil consumption, and in some cases, the bore This causes the throttle to seize inside the engine.

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

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

For this purpose, according to a first embodiment of the invention, the sealing ring is provided with means for injecting an open groove coolant, for example oil, said means being connected to the continuous sealing surface of the ring around the orifice H and the outer surface of the throttle. Inject the lubricating coolant into the gap between.

The fluid injection means preferably comprises an annular suction chamber formed between the outer periphery of the seal ring and the seal ring receiving bore and defined at each axial end by a seal disposed between the outer surface of the seal ring and said bore. and at least one suction passage having an outlet opening into the gap between the continuous sealing surface and the outer surface of the throttle. At least one seal disposed between the outer surface of the seal ring and the working pore is arranged between the seal and the combustion chamber and at least one refractory ring disposed between the seal ring and the bore. protected from the heat of combustion gases in the chamber.

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

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

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

The intake and exhaust circulation control device for the engine combustion chamber.

When used in a four-stroke combustion engine of the type in which motive fuel is supplied before the intake of combustion air into the combustion chamber, means for scraping the lubricating fluid injected into the gap throttles the intake of combustion air and motive fuel. The scraping means is arranged around the connecting intake port, and the scraping means consists of an intake port seal ring arranged around the intake port, and the seal ring maintains contact with the outer surface of the throttle at all times. It is configured to block the gap between the throttle and the bore and the interior of the intake port to prevent oily and/or liquid power fuel from being carried by the surface of the rotating throttle. The seal ring is made of a soft material, such as a plastic material, that has good frictional properties against the throttle surface.

The throttle surface is constantly pressed by a substantially constant pressure from the spring.

According to another embodiment, the throttle has two separate passages for intake and exhaust, respectively, which open into the sealing ring on the side of the combustion chamber during rotation of the throttle, and on the opposite side have multiple passages. is configured to sequentially open each of the opposite outlets, and each of said opposite outlets is shifted relative to the seal ring on the axis of the throttle so that the power fuel and Transport of power fuel accompanying the intake air in the intake passage provided inside the throttle is prevented.

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

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

When power fuel is introduced into the combustion chamber from the carburetor.

The blocking means comprises at least one auxiliary passage in the throttle for passing fuel-rich air, such as an emulsion, and a cylinder head of the combustion chamber, the auxiliary passage being in contact with the throttle and the throttle receiving bore. The opening of the passage is closed in accordance with rotation of the throttle prior to closing of the main intake port.

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

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

BRIEF DESCRIPTION OF THE DRAWINGS Further objects, advantages and features of the control system of the present invention will become apparent from the following description of various non-limiting embodiments illustrated in the accompanying drawings.

DESCRIPTION OF A PREFERRED EMBODIMENT FIGS. 1 and 2 show a rotary throttle l for controlling the exhaust of a combustion chamber 2 of a combustion engine. At the time shown in the figure, the internal exhaust duct 3 of the combustion engine is fully opened into the combustion chamber 2. The throttle l continuously rotates within the bore in synchronization with the rotation of the engine, and the exhaust duct 3 communicates with the combustion chamber 2 via a relatively wide passage 5 provided in a seal ring 6. Is the seal ring 6 substantially attached to the axis of the engine cylinder (not shown)? Since the ring 6 can freely slide within the bore 7 having an axis parallel to or substantially perpendicular to the rotation axis Jζ of the throttle l, the contact surface of the ring 6 can be reliably brought into contact with the outer surface 8 of the throttle 1. . Contact surface 2 between ring 6 and throttle 1
2 are two cylinders (i.e. throttle 1 and ring 6 with different diameters and alternating axes substantially perpendicular to each other);
consisting of a narrow band-like region corresponding to the entire common portion of the outer surfaces of the One known arrangement is particularly advantageous because the pressure in the sealing ring 6 acting on the throttle 1i is adjusted in proportion to the required sealing pressure.

According to this configuration, the sealing ring 6 can slide elastically in the bore 7, and the ring 6 is pressed against the outer surface 8 of the throttle l only by the internal pressure of the combustion chamber 2, and is pressed against the annular region of the outer surface 8. act.

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

Such deposits eventually cause the ring 6 to become unable to slide within the bore 7.

According to the invention, the sealing ring 6 has a continuous sealing surface 22 around the duct 3 provided in the throttle 1 in order to lubricate the engine pressurized by the engine oil pump.
and the outer surface 8 of the throttle 1 are provided with means for injecting a lubricating coolant, preferably oil. (Seal surface 2
2 corresponds to the entire common part of two mutually perpendicular cylinders with different diameters) According to the device of FIG. 1, the fluid injection means have a pressurized oil suction passage 13. It opens into an annular distribution chamber 14 formed in the gap j between the outer periphery of the ring 6 and the bore 7 . The chamber 14 consists, for example, of an annular groove 15 provided on the outer surface of the sealing ring 6. According to one arrangement, which facilitates cooling of the ring 6, a large passage of oil is provided transversely from the chamber 14, and this oil flows into the discharge passage 1.
6 or sent to another lubricated member. The chamber 14 is formed in the gap j by two annular seals 17, 18, one on the combustion chamber 2 side and one on the throttle l side. The annular seals 17, 18 preferably consist of a sealing elastic elastomer material which is elastically accommodated in an annular groove provided on the outer surface of the ring 6. These seals are protected from overheating by refractory piston rings 11 and circulating oil.

The oil distribution channel Z14 is connected to the channel 6 through the supply passage 19.
The gap e between the sealing surface of and the outer surface 8 of the throttle 1
It is connected to the. The passage 19 preferably consists of a longitudinal aperture in the wall thickness of the ring and communicates with a transverse passage 20 extending from the bottom of the annular groove 15. The supply channel 19 opens into the gap e via a continuous annular distribution groove 21 provided in the contact or sealing surface 22 of the ring 6 itself to facilitate the spread of the oil in the outlet chamber or gap e.

It should be noted that the internal duct 3 of the rotary throttle 1 functions as an intake pipe for fresh air (usually pressurized air or normal pressure air) or an exhaust pipe for combustion gases, which are optionally sent through a carburetor as described above. obtaining and.

As will be described later, by providing a side notch on the throttle in place of the duct 3, the functions of the intake passage and the exhaust passage can be sequentially performed during rotation of the throttle.

The operation of the control device of FIG. 1 for circulating gas into and out of an engine combustion chamber will now be described in detail. When the engine is set to rotation mode, the device will throttle 1
are driven in synchronous rotation to generate pressure oil and transmit it to the distribution chamber 14 and the annular groove 21. This creates a thin layer of oil flow between the sealing surface 22 of the ring 6 and the movable outer surface 8 of the throttle 1.

During the gas compression stroke and combustion stroke, the sealing surface 22 is strongly pressed against the outer surface 8 of the throttle 1 by the internal pressure of the combustion chamber 2, and the thickness of the oil film between the throttle 1 and the sealing surface can be reduced to form a thin oil film. reduced to a minimum thickness.

During the scavenging stroke and intake stroke (in the operation of a 4-cycle engine), the pressure in the combustion chamber 2 is close to normal pressure or slightly higher (in the case of a pressure-loaded engine), and the pressure of the ring 6 relative to the throttle 1 is The frictional hysteresis of the refractory piston ring 11 maintains a significant residual pressure in the ring 6 relative to the throttle l. This residual pressure prevents oil leakage between the sealing surface 22 and the throttle surface 8 and creates just enough oil flow to form a continuous oil film between the throttle surface 8 and the guide bore 4. throttle 1
When the internal duct 3 is an exhaust pipe, oil leakage in the direction of the internal passages 3-5 is sent to the exhaust and is lost, but when the duct 3 is an intake pipe, oil leakage in the direction of the passage 5 is lost in the combustion chamber 2. At least some of it will be reused.

Sealing surface 2 of ring 6 due to continuous lubrication of gap e
2 is suppressed to the minimum, and the risk of the ring 6 seizing on the throttle 1 is eliminated even during high-speed operation. throttle 1
(the surface temperature of the throttle is considerably reduced, and the throttle is generally cooled from within by longitudinal water circulation).
The seal between the throttle and the bore 4 is ensured by oil throughout. The circulation of oil from the suction pipe 13 to the discharge pipe 16 ensures effective cooling of the seal ring 6. Therefore, in some applications, ring 6 may be made from a relatively soft material with good frictional properties, such as a high resistance molded plastic material.

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

Elements in the embodiment of FIG. 2 that are the same as in FIG. 1 are designated with the same reference numerals. Unlike the specific example shown in FIG. 1, the seal ring 6 is made of porous sintered metal, and the surface is plated for sealing to prevent oil from seeping out, or as shown in FIG. 2, it is made of porous sintered metal such as bronze. An annular ring 23 or filter consisting of is introduced or molded into the longitudinal blind hole 19m in the sealing ring 6. This porous ring 23 is connected to the pressure oil distribution chamber 14 by at least one side passage 20 . Therefore, the porous ring 23 has a gap e
The ring 6 functions as a water head loss and oil release member, and acts as a member with good frictional properties that reduces friction between the ring 6 and the rotating throttle 1.

The configuration shown in Figure 2 is suitable for cases where the rotational speed of the throttle 1 can be adjusted and forced cooling of the seal ring 6 is not required, and it suppresses oil loss and operates more economically than the configuration shown in Figure 1 as a whole. It turns out that it does.

Figures 3a to 3c schematically show the most characteristic position of the throttle 1, which is provided with a notch 24 rather than an internal duct in order to ensure the distribution (intake and exhaust) of the combustion chamber 2 of a four-stroke internal combustion engine. to show. From FIG. 3a, it can be seen that during controlled ignition operations of the engine, the notch 24 (via the not shown sealing ring shown in FIGS. 1 and 2) connects the combustion chamber 2 of the engine to a power fuel supply such as a carburetor or an injector. It will be understood that it communicates with the intake pipe 25 provided with means. In FIG. 3b, the throttle 1 rotates triangularly in this direction to close both the intake pipe 25 and the exhaust pipe 26.

It will be understood that the notch 24 of the throttle 1 together with the air pore 4 of the throttle 1 forms a passage chamber 27 of considerable volume, so that the intake pipe and the exhaust pipe are blocked. During the intake stroke, air is introduced after the walls of the intake pipe are saturated with liquid power fuel, so that a relatively rich air-fuel mixture fills the passage chamber 27. According to FIG. 3C, when the edge 28 of the notch 24 opens into the communication passage 5 with the combustion chamber 2, the combustion chamber 2 communicates with the channel nog 27 (not shown), and especially after the arrival of the exhaust silant, the combustion chamber 2 is opened into the communication passage 5 with the combustion chamber 2. The power fuel rich air flows through the exhaust pipe 26.
It will be understood that it is completely discharged from the

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

The enlarged view in FIG. 4 shows a solution for reducing power fuel and oil losses. Elements that are equivalent to FIGS. 1-3C are designated with the same reference numerals.

In this specific example, an oil draining means is arranged around the intake port of the throttle 1. The scraping means consist of an inlet sealing ring 29 which is constantly pressed against the surface 8 of the throttle 1 by a screw 30. According to a further embodiment, the power fuel supply means ξ, which in FIG. 4 comprises a gasoline injector 31, is arranged to end the injection sufficiently earlier than the end of the intake stroke of the combustion air. Engine cooling cylinder head 3
High temperatures and high pressure differences do not act on the packing ring 29, which is housed at 2 and allows fresh intake air to pass through (overpressure and vacuum are less than 1 par). Therefore, the hinge cylinder 29 can be made of a plastic material with good frictional properties, such as Teflon.

The operation of the specific example shown in FIG. 4 will be explained below. throttle 1
rotates synchronously with the engine, and connects the intake passage 19 and the distribution groove 2.
Receive oil film from 1. The oil film spreads along the surface 8. The oil film formed in the gap between the throttle and the bore 4 is interrupted by a packing ring 29 having substantially the same width as the main sealing ring 6. Injection of motive fuel by the injector 31 begins as soon as the edge 28 of the notch 24 opens into the internal passage 33 of the packing ring 29 and the other edge 34 of the notch 24 opens. ends well before reaching the straight edge 35 of the internal passageway 5 of the limmel and cutting off the intake air. After the start of the power fuel injection, part of this fuel evaporates into the incoming air jet, and the rest impinges on the walls and is carried into the combustion chamber 2ζ, where it gradually evaporates. Since the injection ends well before the end of intake (while maintaining almost stoichiometric mixing conditions in the combustion chamber 2), only a small amount of liquid power fuel remains on the wall at the time of intake shutoff, and the power fuel in the passage chamber 27 is extremely small. It is sparse. The liquid power fuel remaining inside the passage 33 is blocked by the friction of the packing ring 29, and therefore is not discharged together with the exhaust gas until intake is restarted in the next intake cycle, and most of it evaporates during the engine cycle. and sent to the combustion chamber 2. The configuration shown in Figure 4 significantly reduces the amount of power fuel delivered directly to the exhaust, allows the notched throttle to operate the four-stroke engine at reasonable consumption, and at the same time reveals the passage cross-sectional area of the rotary throttle valve. It is possible to make it larger.

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

When the throttle 1 rotates to the full exhaust position, the exhaust passage 3
Exhaust pipe 2 7 opens into the internal passage 5 of the ring 6 and is shifted relative to the sealing ring 6 according to the axis of the slot l
Opens at 6.

According to the detailed cross-sectional view of FIG. 6, inside the throttle 1 two adjacent combustion chambers of the engine (actually two
The two intake passages (36.36 m) of the two parallel cylinders are:
Intake port 3 communicating with intake pipe 25 common to two cylinders
87 openings.

The exhaust pipe and the exhaust port can be designed in a similar manner, and such an arrangement can reduce the number of outlets that have to be opened in the throttle l and the cylinder head 32.

These components are subject to strong mechanical and thermal stress, so
The exits are zones of low mechanical resistance, and it is preferable to have fewer exits.

Further referring to FIG. 5, during rotation of the engine and throttle 1, the intake passage 36 or intake passages 36-36a and 38
The passage chamber consisting of the assembly is capable of entrapping air relatively rich in motive fuel, but cannot be scavenged with exhaust gases. Therefore, the power fuel accommodated in the intake passage 36 inside the throttle 1 is moved back to the intake position l.
The fuel remains at that position until it reaches the combustion chamber 2 and is injected into the combustion chamber 2.

The embodiments of FIGS. 7-9 are constructed to significantly reduce the concentration of power fuel at the end of the intake stroke. In these figures, elements and parts that are the same as in the previous figures are designated with the same reference numerals.

To this end, the intake pipe 25, shown in cross section in FIG. 8 and in longitudinal section in FIG. 9, has two channels 39, 40.
Injecting gasoline with an injector 3i (into passage 39 in Figure 9) or injecting a warm mixture of power fuel such as an air-gasoline emulsion mixture obtained by an emulsion vaporizer 41 (in passage 40 in Figure 9). supply When using a gasoline injection system, one auxiliary passage 39 is sufficient to ensure the correct ratio of power fuel.

In this specific example, as is clear from the sectional view of FIG.
During the rotation of the throttle l during the intake stroke of the cycle engine, the auxiliary passage 39.40 is closed before the enlarged part 25m of the pipe 25 is closed, and the intake air at the end of injection in the enlarged part 25a does not contain any motive fuel. As a result, the passage chamber 27 formed by the notch 24 is scavenged and the liquid power fuel adhering to the wall is almost completely evaporated and discharged. Therefore, when exhaust gas flows into the passage chamber, the exhaust pipe 2
The amount of unused power fuel discharged from the 6J is extremely small.
FIG. 11 shows a combustion chamber 2 such as a spark plug 42 used when the combustion engine is a controlled ignition type internal combustion engine.
2 shows an assembly of a supply member connecting the and the outside. In the case of a power fuel injection engine such as a diesel cycle engine, a power fuel injector or 2 is used instead of the spark plug 42.
Or you can use a preheat plug. Of course, elements and members that are the same as in previous figures have the same reference numerals.

The spark plug 42 in FIG. 10 is screwed into a threaded hole 43 provided in a zone of a thin wall 44 of a cylinder head 932 of the engine. (grounded) electrode 45 of plug 42
and the electrode 46 slightly protrude into the combustion chamber 2. When using engines with high compression ratios, the main part of the combustion chamber adjacent to the piston (not shown) at the end of the compression stroke consists of a relatively large passage 5 provided in a sealing ring 6.

When the spark plug 42 is located in the position of FIG. 10, ignition is relatively ineffective since ignition of the vaporized mixture is not initiated in a central position relative to the main volume of the combustion chamber at the end of the compression stroke.

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

The spark plug rod 48, which is the adjacent portion of the cap 47, is
It is inserted through a relatively narrow passage 49 provided in the wall of the cylinder head 932 with a clearance. aisle 4
9 communicates with the outside by a large-diameter opening forming an annular chamber Z51, which is connected to the wall of the bore 50 and the plug 42 in order to close the annular chamber 51 opening into the discharge passage 16. An elastic annular seal 53 is disposed between the output terminal 54 and the cylindrical insulator 52 .

When the engine is running, a large flow of oil, preferably pre-cooled, is introduced through the passage 13 and pressurizes the annular distribution chamber 14 to force a small amount of lubricating oil from the suction passage 19 onto the rotating throttle 1 and the sealing surfaces 22 of the ring 6. It flows out into the gap e between. At the same time, a large amount of oil flows from the chamber 14 into the narrow passage 4
9 to chamber 51. This oil flow acts very effectively near the hottest part consisting of the cap 47 and the electrodes, cools the ring 6 and the plug 42, and is discharged into the feed tank. Ring 6 for rotating throttle 1
Due to the expansion of the ring 6 during use, the pressure on the ring 6 in the axial and radial directions changes, eventually causing wear of the sealing surface 22 of the ring 6 that comes into frictional contact with the surface 8 of the rotating throttle 1. , adapt to these changes. The instantaneous and gradual movement of the ring 6 (with each explosion) does not result in a loss of sealing of the chamber 51 or a misalignment of the plug in the cylinder head 932. This is because, on the one hand, a clearance is provided in the passage 49 to completely prevent contact between the cylinder head 32 and the plug rod 48, and on the other hand, the annular ring, preferably made of elastomeric material, This is because the seal 53 has elasticity.

Also, when the embodiment of FIG. 11 is used in a diesel engine, by arranging the preheating plug in an insulating casing, undesirable cooling of the preheating plug can be avoided or minimized while achieving favorable cooling of the power fuel injector. obtain.

The feed member assembly system of FIG. 11 prevents the transmission of mechanical motion between the cylinder head 32 and the seal ring 6 that defines the main portion of the combustion chamber at the end of the piston at the end of the compression stroke. Since the elastomer seal 53 and the annular seals 17 and 18 have cushioning properties, the vibrations generated in the ring 6 are not transmitted to the cylinder head, and conversely, the vibrations of the cylinder head are not transmitted to the ring, but these vibrations are plug 4 into the threaded hole 43 of the ring 6 outside the coolant circuit through the annular chamber z14 in order to have a simpler construction which is damped at critical frequencies due to the large rubber elasticity of the seal 53.
Of course, it is also possible to install 2.

For this purpose, for example, the chamber 14 may be arranged near the upper end of the ring 6 (in the figures) and close to the gap e, and the plug cap 47 may be arranged at a central height of the ring 6, or the combustion chamber 2 placed adjacent to.

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

[Brief explanation of the drawing]

Figures 1 and f42 are enlarged sectional views of two embodiments of the sealing system of the invention between the rotary distribution throttle and the engine combustion chamber; Figures 3a, 3b and 3c are for use in four-stroke engines; FIG. 4 is a schematic illustration showing each of the major positions of the throttle distribution system during one engine cycle; FIG.
FIG. 5 is an enlarged sectional view of another embodiment of the throttle distribution system of the present invention having separate intake and exhaust passages inside the throttle; FIG. 6 is an enlarged sectional view of the throttle distribution system of FIGS. Figure 5 shows a portion of a distribution throttle for an engine having multiple parallel cylinders.
7 is an enlarged sectional view of the throttle distribution system with means for directing air at the end of inspiration to obtain a lean mixture; FIG. 8 is the distribution of FIG. 7; 9 is a sectional view of the distribution system of FIG. 7 along line IX--IX; FIG. 10 is a sectional view of the sealing system of the present invention in which the spark plug projects into the combustion chamber; FIG. 11 is a cross-sectional view of the seal system of the present invention in which the spark plug projects directly into the passageway of the seal ring. 1...- Throttle, 2... Combustion chamber,
3. Old... duct, 4.・7・・・・Boa, 5・
Old... Passage, 6... River Seal Ring, 8...
Seal surface, 11...Fireproof piston ring, 13
...Intake passage, 16...Exhaust passage, 1
7.18...Seal, 19.20...
Passage, groove for 21, contact surface for 22, 23...
...Porous seal ring, 24...Notch, 2
5...Intake pipe, 26...Exhaust pipe, 29
...Patsukin Ring, 31...Injector. FIG, 3(l FIG3b FIG,3cFIG,5

Claims (9)

[Claims] (1) Recesses or lateral notches forming intake or exhaust cross passages, respectively, for controlling the circulation of intake and exhaust air in the engine compartment of internal combustion engines, especially reciprocating engines or rotary engines, especially two-stroke engines or four-stroke engines. a throttle or rotor having a section parallel to the axis of rotation of the engine for connecting the exhaust and intake, as necessary, with a direct connection to the combustion chamber to carry out successive strokes of the engine cycle. In a device that performs continuous rotational motion around a shaft in synchronization with the rotation of an engine, the throttle is connected to an aperture directly connected to a combustion chamber and an exhaust manifold, respectively, and has one opening in an intake hole or an exhaust hole. The connecting passage with the combustion chamber is provided in a seal ring housed in one bore in a direction crossing the bore, and the seal ring is arranged around an opening directly connected to the combustion chamber. The internal pressure of the combustion chamber is applied through a continuous sealing surface to press the throttle; the sealing ring is surrounded by one or more sealing members, such as a piston ring, and the sealing ring slides inside the bore. movable, the stroke of said sealing ring being limited on the one hand by the throttle and on the other hand by the retaining shoulder, the sealing ring being able to maintain oil in the gap between the continuous sealing surface of the ring around the orifice and the outer surface of the throttle. 1. A device for controlling intake and exhaust circulation in an engine compartment of an internal combustion engine, comprising means for injecting a lubricating coolant. (2) The fluid injection means has an annular shape formed between the outer periphery of the seal ring and the seal ring receiving bore, each axial end of which is defined by a seal disposed between the outer surface of the seal ring and the bore. Device according to claim 1, characterized in that it consists of a suction chamber and at least one suction passage having an outlet opening into the gap between the continuous sealing surface and the outer surface of the throttle. (3) at least one seal disposed between the outer surface of the seal ring and the cooperating bore includes at least one refractory seal disposed between the sole ring and the bore between said seal and the combustion chamber; 3. The denoise chair according to claim 2, wherein the denoise chair is protected from the heat of the combustion gas in the combustion chamber by a ring. (4) The outlet of the suction passage opens into a continuous fluid supply distribution groove provided in the seal ring itself at the interface between the seal ring and the throttle.
Devices listed in section. (5) The fluid injection means includes fluid flow rate adjustment means, and these adjustment means reduce the cross-sectional area of the fluid suction pipe to generate a head loss, or provide a constriction or a constriction inside the suction pipe. 5. A device according to claim 4, wherein the device is configured to generate a head loss. (6) a head loss means is disposed between said gap and at least one pressurized lubricating fluid inlet and comprises a porous annular cartridge opening into said gap, said cartridge having a frictional characteristic against the outer surface of the throttle; 6. Device according to claim 5, characterized in that it is made of any suitable material, such as sintered bronze. (7) For use in a four-stroke combustion engine in which dynamic fuel is supplied before the intake of combustion air into the combustion chamber,
Scraping means for the sliding fluid injected into the gap is arranged around an intake port connecting the throttle to the intake of combustion air and motive fuel, and the scraping means is arranged around the intake port. The seal ring maintains constant contact with the outer surface of the throttle to prevent oily and/or liquid power fuel from being carried by the rotating throttle surface. Claim 1, characterized in that the air intake port is configured to block the gap between the air intake port and the inside of the air intake port.
Devices listed in section. (8) The seal ring is made of a soft material, such as a plastic material, that has good frictional properties against the throttle surface, and the throttle surface is constantly kept at a constant pressure of 4141 by a spring. A device according to claim 7. (9) The throttle has two separate passages for intake and exhaust, respectively, which open into the seal ring on the combustion chamber side during rotation of the throttle and open into each of the plurality of outlets on the opposite side. The opposing outlets are configured to open sequentially, each of said opposite outlets being shifted relative to the seal ring on the axis of the throttle so that power fuel on the surface of the rotating throttle and disposed within the throttle are 8. Device according to claim 7, characterized in that the transport of motive fuel accompanying the intake air in the intake passage is prevented. (11) Separate intake or exhaust passages are provided in the throttle for each of the two adjacent combustion chambers, and these passages connect to one orifice communicating with the intake or exhaust common to the two adjacent combustion chambers. 10. The device according to claim 9, characterized in that it has an opening, thus making it possible to reduce the number of openings to be provided on the outer surface of the throttle. The intake circuit has a means for cutting off the supply of motive fuel into the air entering the combustion chamber at the end of intake, so that during the intake stroke, the fuel is introduced into the intake passage inside the throttle but not into the combustion chamber. A device according to claim 1, characterized in that it is possible to reduce the amount of power fuel that is not introduced. 12. A device as claimed in claim 11, characterized in that the device is obtained by stopping the injection of power fuel sufficiently before the end of the process. It consists of at least one auxiliary passage provided in the throttle and a cylinder head of the combustion chamber, the auxiliary passage opening into a gap between the throttle and a throttle receiving bore, and the opening of the passage opening in the cylinder head of the combustion chamber. 13. The device according to claim 12, characterized in that the device is closed prior to the closure of the main intake port with rotation of the device. one end of at least one supply member for supplying combustion elements such as the like opens into a passage that passes tightly through one side of the sealing ring and communicates with the combustion chamber, and a portion adjacent to said end; The device according to claim 1, characterized in that the device is housed with an annular clearance in a passage communicating with the outside of the cylinder head wall of the combustion engine. 14. A device according to claim 14, characterized in that the cooling liquid flows through the passages in which the cooling liquid flows.'4. 14. The device according to clause 14. t17) The passage forming the 11-shaped clearance is extended outwardly to form an enlarged annular chamber, the annular chamber comprising a resilient annular member disposed between the supply member and the inner wall of the chamber. 16. A device as claimed in claim 15, characterized in that it is sealed by a seal to form a cooling chamber, through which a lubricating coolant conveyed by injection means passes.