RU2046959C1 - Internal combustion engine - Google Patents

Abstract

FIELD: engine engineering. SUBSTANCE: engine has fixed housing, movably mountable cylinder with inner space, two covers abutting upon the base of the cylinders, crankshaft kinematically coupled with the cylinder, combustion chamber, baffle mounted inside the inner space of the cylinder and separating the chamber into the inlet and working chamber, passageway for supplying fluid, and passageway for discharging exhaust gases made in one of the covers for permitting periodical communication with the working chamber. One of the covers is rigidly secured to the baffle. The inner space of the cylinder is provided with diverging part from the side of the inlet chamber. The diverging part can be periodically connected with the working chamber. The passageway for supplying fluid is made in one of the covers for permitting its periodical communication with the inlet chamber. The combustion chamber are positioned inside the baffle from the side of the working chamber. The inner space of the cylinder is defined by concentric surfaces. The covers are cylindric. EFFECT: enhanced efficiency. 3 cl, 4 dwg

Description

 The invention relates to two-stroke internal combustion engines and can be used as power plants of various vehicles, as well as stationary machines and assemblies.

 The most widely known are two-stroke internal combustion engines used in motorcycles (for example, Sarafanov SK. The device of a car and motorcycle. M. Publishing House DOSAAF USSR, 1985, p. 21, Fig. 4). Such an engine contains a cylindrical chamber and a piston in it with a crank mechanism for moving it. The camera has inlet, outlet and bypass openings. The engine is structurally simple in comparison, for example, with four-stroke engines, since it does not have valves and, accordingly, their drive systems. All valve timing is performed by the piston.

 However, such an engine has several disadvantages.

Firstly, the compression ratio of the combustible mixture under the piston is limited due to the placement of a crank mechanism under it. The incompressible volume is not less than π R ² S, where R is the radius of the flywheel or crank, S is the thickness of the connecting rod.

 The feed rate into the combustion chamber directly depends on the compression ratio of the mixture under the piston, and consequently, the engine speed and power, which remains limited.

 Secondly, the connection of the crank mechanism with the piston has the feature that during the stroke the piston is pressed against the cylinder wall opposite to the direction of movement of the connecting rod. The pressing force is very large, as it arises from the shock of the combustion of the mixture. This leads to both uneven and intense wear of the piston and cylinder, and limits the achievable engine power.

 These disadvantages are largely eliminated in the engine according to the patent of Germany N 734642, MKI F 01 B 15/04, published. 1943. It contains a fixed housing, a movably mounted cylinder, a crankshaft kinematically connected to the cylinder, a partition in the inner cavity of the cylinder dividing this cavity into the inlet and working chambers, a channel for supplying a working medium and a channel for exhaust gases, made with the possibility of periodic communication with working camera.

 This engine is largely free from the above disadvantages. The crank mechanism does not move the piston, but the cylinder itself. In this case, the mechanism is removed from the chamber and does not affect the compression ratio of the mixture.

 During the working stroke, no additional friction forces arise. There are only the usual inertial forces inherent in all chamber mechanisms such as piston engines and pumps.

 Such features suggest good performance in a number of ways.

 Take this engine as a prototype.

 However, it has certain disadvantages.

 Firstly, the baffle is mounted in the cylinder rotary and swings with it, and the working medium is supplied through the baffle. This means that the supply area must have a movable seal.

 Secondly, with a movable cylinder and a partition, all parts of the working chamber are also mobile, including the spark plug.

 These features complicate the design and reduce the reliability of the engine in operation.

 Thirdly, the partition separates the inlet of the cylinder cavity from the working chamber in all positions of the cylinder, so that the working medium is supplied to the working chamber through an external bypass channel. This lengthens the path of the working medium, reducing its feed rate and, accordingly, the engine speed and power.

 The aim of the invention is to increase the reliability and power of the engine in operation.

 The essence of the invention lies in the fact that the partition is fixed, the internal cavity of the cylinder from the side of the inlet chamber is provided with an expanding section made inside the cylinder with the possibility of periodic communication with the working chamber.

 This design provides the supply of the working medium to the working chamber in the shortest way and without any movable seals.

 The spark plug is also stationary.

 These features simplify the design, increase reliability and power.

 In FIG. 1 shows an embodiment of an engine that comprises a cylinder in the form of a frame with flat walls and flat covers; in FIG. 2 the same, a cut along the axis of the septum; in FIG. 3 embodiment of an engine comprising a cylinder in the form of a frame with concentric walls; in FIG. 4 option with cylindrical covers.

 In the embodiment of FIG. 1, the engine comprises a cylinder, the internal cavity 1 of which is formed by a frame 2, a housing in the form of fixed walls 3 and 4, a partition in the form of a piston 2, a housing in the form of fixed walls 3 and 4, a partition in the form of a piston 5, dividing the cavity 1 into the inlet 6 and the working chamber 7 and reinforced, for example, by welding on the wall 3, the mechanism for moving the frame (crankshaft) in the form of an output shaft 8 and a crank 9, pivotally connected to the frame 2, channels for supplying a working medium and exhaust gas in the form of input 10 and output 11 holes. Walls 3 and 4 of the body are flat. The walls 12 and 13 of the frame are also flat. Frame 2 is installed between walls 3 and 4 with a minimum gap, but with the possibility of free movement between them. The inlet 10 and outlet 11 of the hole are made at a distance from the piston at which they can communicate and disconnect with the chambers 6 and 7 during the movement of the frame during rotation of the shaft 8. The end of the cavity 1 from the side of the inlet 10 has an expanding section 14 of the frame 2. The frame has tides 15 and 16, overlapping the inlet and outlet, when they are disconnected from the respective cameras. The tide 16 also serves as a bracket for connecting the frame 2 with the crank 9 of the shaft 8. In the piston 5 there is a spark plug and a combustion chamber, shown pos. 17. Instead of a spark plug, there may be a fuel injector if it works on the principle of a diesel engine. The combustion chamber communicates with the working chamber.

 In the embodiment of FIG. 3 the walls of the casing are flat (wall 3 is visible), and the walls 18 of the frame 2 are cylindrical, concentric with the fixed axis 19, on which this frame is rotated.

 In the embodiment of FIG. 4, the inlet and working chambers are formed by the walls 20 and the covers 21 and 22. In this case, the frame wall 20 and the cover 21 are formed by a recess in the rotor 23 located in the stator representing the cylindrical cover 22. The cover 21 is also cylindrical. The rotor is connected to the output shaft 8 through a crank 9 and a connecting rod 24. The extension 25 of the frame is also performed in the rotor. The walls 20 are flat if the piston 5 is cylindrical. With a conical piston, the walls 20 are also conical. All the gaps between the stator, rotor, piston and machines are made minimal, but with the possibility of free rotation of the rotor 23 on the axis 26, which is installed in the stator (not shown).

 In the embodiment of FIG. 4 shows two motors in the same stator. The inlet 10 and outlet 11 of the hole in both engines are common.

 In all the considered versions of the engine, the inlet can be either a through hole in the wall (cart 10 in Figs. 2 and 4) or a recess in this wall (pos. 27 in Figs. 2 and 3). In the first case, this hole communicates directly with the carburetor or with the atmosphere (when igniting and supplying fuel like a diesel). In the second case, communication with the carburetor or with the atmosphere through the hole 28 in the cavity 29 formed by the walls of the housing (Fig. 2 and 3).

 In the embodiment of FIG. 1 and 2, the engine operates as follows.

 The shaft 8 brought into rotation from the starter moves the frame 2 up and down. In this case, the chambers 6 and 7 are compressed and expanded alternately. When the chamber 6 is expanded, a vacuum forms in it and a working medium, for example, a mixture of carburetor (not shown), is sucked in. When the frame 2 moves down, the mixture is compressed. When the local extension 14 is in the area of the piston 5, the mixture flows into the chamber 7, circling the piston. With further movement of the frame, the cameras 7 and the mixture that got into it are compressed. At the moment the frame passes through the upper point, the compressed mixture ignites from the candle 17, burns and pushes the frame down by rotating the shaft 8. Then the hole 11 is opened, the exhaust gases ejected, the shaft continues to rotate by inertia, moving the frame, and the cycles are repeated. A working stroke is made for each revolution of the shaft. Thus, the engine operates in a two-stroke valveless engine mode.

 The engine of FIG. 3 works the same way. It has a more complex frame shape, but its movement is easier due to installation on a fixed axis 19. The walls 18 of the frame 2 are cylindrical, concentric axis 19, at all their points are equally distant from this axis. With appropriate processing and installation of the piston 5, in this case, a sufficiently small but guaranteed clearance between the piston and the frame walls, i.e. work will occur without friction between these parts.

 The piston may be cylindrical, as in FIG. 1 or with sides concentric with the same axis 19. This extends the gaps, improving the compaction of the chambers.

 The tide covering the outlet on the wall 4 in FIG. 3 is not visible, as it fell into the frame cut. Filling the chamber with a combustible mixture is also shown in the embodiment with a recess 27 in the wall 3 and an opening 28 in the cavity 29.

 The engine arrangement of FIG. 1-3 are shown in a closed cavity 29, i.e. with additional walls perpendicular to the walls 3 and 4 of the chamber. If the engine is well protected from dust, for example, works indoors, additional walls can be with many windows or even replaced by racks. This will provide simple and intensive cooling of the chamber and convenient access for lubricating walls 3 and 4. In this design, the engine should work with the inlet 10 in the wall 3, connected to the carburetor and using a frame tide 15.

 In the embodiment of FIG. 4 of the frame wall are cylindrical and concentric axis 26. In this case, work will be with constant gaps between the rotor 23 and the cover 22, as well as between the piston 5 and the cover 21. The necessary gaps between the piston and the walls 20 can also be provided. As a result, all working parts will move without friction. Friction remains only in the bearings of the axles and hinges of the levers. Such friction will always be significantly less than friction in the working parts, which will further boost the engine with high wear resistance and efficiency.

 The embodiment of FIG. 4 with two working chambers in one rotor, with a common stator and common inlet and outlet openings 10 and 11 for both chambers simplifies the design. In addition, the chambers, alternately communicating with the same openings, provide more uniform (with less interruptions) movement of the flows of the combustible mixture and exhaust gases, improving the operation of the carburetor and reducing exhaust noise.

 In all engine designs, the shortest path of the combustible mixture from the inlet chamber to the working chamber, namely, inside the cylinder cavity 1, is provided around the piston 5 when the extension of frame 2 approaches it. Moreover, in comparison with the prototype, no additional feed channel seals are required combustible mixture. The candle also works stationary.

 These features increase operational reliability, engine power and simplify the design.

Claims (3)

 1. THE INTERNAL COMBUSTION ENGINE, comprising a fixed housing, a movably mounted cylinder with an internal cavity, two covers adjacent to the bases of the cylinder, a crankshaft kinematically connected to the cylinder, a combustion chamber, a partition installed in the internal cavity of the cylinder and separating the latter into the inlet and working chamber, a channel for supplying a working medium and a channel for exhaust gases, made in one of the covers with the possibility of periodic communication with the working chamber, characterized in that at least one and from the caps it is rigidly connected to the partition, the inner cavity of the cylinder from the side of the inlet chamber is provided with an expanding section made inside the cylinder with the possibility of periodic communication with the working chamber, the channel for supplying the working medium is made in one of the caps with the possibility of periodic communication with the inlet chamber, and the camera combustion is placed inside the partition from the side of the working chamber.  2. The engine according to claim 1, characterized in that the inner cavity of the cylinder is formed by concentric surfaces.  3. The engine according to claim 1, characterized in that the covers are cylindrical.

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