US3301237A - Two-stroke internal-combustion engine - Google Patents

Two-stroke internal-combustion engine Download PDF

Info

Publication number
US3301237A
US3301237A US380161A US38016164A US3301237A US 3301237 A US3301237 A US 3301237A US 380161 A US380161 A US 380161A US 38016164 A US38016164 A US 38016164A US 3301237 A US3301237 A US 3301237A
Authority
US
United States
Prior art keywords
scavenging
cylinder
working
piston
engine
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
US380161A
Other languages
English (en)
Inventor
Wolf Erich
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Zweirad Union AG
Original Assignee
Zweirad Union AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Zweirad Union AG filed Critical Zweirad Union AG
Application granted granted Critical
Publication of US3301237A publication Critical patent/US3301237A/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Images

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F1/00—Cylinders; Cylinder heads 
    • F02F1/18—Other cylinders
    • F02F1/22—Other cylinders characterised by having ports in cylinder wall for scavenging or charging
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01B—MACHINES OR ENGINES, IN GENERAL OR OF POSITIVE-DISPLACEMENT TYPE, e.g. STEAM ENGINES
    • F01B1/00—Reciprocating-piston machines or engines characterised by number or relative disposition of cylinders or by being built-up from separate cylinder-crankcase elements
    • F01B1/12—Separate cylinder-crankcase elements coupled together to form a unit
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B25/00—Engines characterised by using fresh charge for scavenging cylinders
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B33/00—Engines characterised by provision of pumps for charging or scavenging
    • F02B33/02—Engines with reciprocating-piston pumps; Engines with crankcase pumps
    • F02B33/06—Engines with reciprocating-piston pumps; Engines with crankcase pumps with reciprocating-piston pumps other than simple crankcase pumps
    • F02B33/10—Engines with reciprocating-piston pumps; Engines with crankcase pumps with reciprocating-piston pumps other than simple crankcase pumps with the pumping cylinder situated between working cylinder and crankcase, or with the pumping cylinder surrounding working cylinder
    • F02B33/14—Engines with reciprocating-piston pumps; Engines with crankcase pumps with reciprocating-piston pumps other than simple crankcase pumps with the pumping cylinder situated between working cylinder and crankcase, or with the pumping cylinder surrounding working cylinder working and pumping pistons forming stepped piston
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B33/00—Engines characterised by provision of pumps for charging or scavenging
    • F02B33/02—Engines with reciprocating-piston pumps; Engines with crankcase pumps
    • F02B33/06—Engines with reciprocating-piston pumps; Engines with crankcase pumps with reciprocating-piston pumps other than simple crankcase pumps
    • F02B33/22—Engines with reciprocating-piston pumps; Engines with crankcase pumps with reciprocating-piston pumps other than simple crankcase pumps with pumping cylinder situated at side of working cylinder, e.g. the cylinders being parallel
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F1/00—Cylinders; Cylinder heads 
    • F02F1/002—Integrally formed cylinders and cylinder heads
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F1/00—Cylinders; Cylinder heads 
    • F02F1/02—Cylinders; Cylinder heads  having cooling means
    • F02F1/04—Cylinders; Cylinder heads  having cooling means for air cooling
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/02—Engines characterised by their cycles, e.g. six-stroke
    • F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
    • F02B2075/025—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle two
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B2700/00—Measures relating to the combustion process without indication of the kind of fuel or with more than one fuel
    • F02B2700/03—Two stroke engines
    • F02B2700/031—Two stroke engines with measures for removing exhaust gases from the cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B2700/00—Measures relating to the combustion process without indication of the kind of fuel or with more than one fuel
    • F02B2700/03—Two stroke engines
    • F02B2700/037—Scavenging or charging channels or openings

Definitions

  • TWO-STROKE INTERNAL-COMBUSTION ENGINE Filed July 5, 1964 4 Sheets-Sheet 4 1' Y AGENT United States Puent C 3,301,237 TWO-STROKE INTERNAL-COMBUSTION ENGINE Erich Wolf, Wiesbaden, Germany, assignor to Zweirad- Union A.G., Numberg, Germany, a corporation of Germany Filed July 3, 1964, Ser. No. 380,161 Claims priority, application Germany, July 4, 1963,
  • My present invention relates to two-stroke or two-cycle internal-combustion engines and, more particularly, to engines of this general type wherein the power-output pistons are provided with a compression step for pressurizing the scavenger fluid and displacing it through the power cylinder to purge therefrom exhaust gases and, usually, to supply a fresh fuel mixture.
  • the piston was provided with a single step and had, therefore, an effective surface of substantially constant diameter exposed to the gases in the cylinder and thus in the crankcase. It is possible, however, to provide the pistons with an additional step, whose diameter may be larger than that of the working piston to increase the volume of scavenging fluid compressed during each stroke, the fluid-compression piston being displaceable in a pumping cylinder.
  • the present invention is directed to improvements in two-cycle engines of the latter type.
  • dual-piston assemblies i.e. steppedpiston arrangements wherein a working piston and a pumping piston are integral or mounted for joint displacement on a common piston rod
  • dual-piston assemblies i.e. steppedpiston arrangements wherein a working piston and a pumping piston are integral or mounted for joint displacement on a common piston rod
  • a more specific object of this invention is to provide a two-stroke engine wherein a dual piston having a jointly displaceable working piston and a pumping piston can be used without difliculties arising from misalignment of the respective cylinder bores.
  • Yet a further object of the present invention is to pro vide a two-stroke engine of a relatively simply and inexpensive construction capable of obtaining high engine efiiciencies.
  • a two-stroke engine of the general character described wherein a dual-piston assembly has its working piston and its pumping piston rigidly interconnected in axial alignment and displaceable in respective bores of a cylinder block which is subdivided into a first portion formed with the working cylinder and a second portion formed with the pumping cylinder, the two separate portions being connected together by fastening means and adjoining substantially at the junction of said pumping cylinder and the working cylinder which is axially aligned and communicates therewith.
  • the two portions of the cylinder block abut one another along a line of separation substantially in a plane perpendicular to the common axis of the cylinder bores and pistons at the point at which the large-diameter pumping cylinder communicates with the small-diameter working cylinder.
  • the fastening means interconnecting the two parts of the cylinder block are tightened only when the two cylinder bores are in true axial alignment.
  • two cylinder block assemblies or sections of this character will be provided for the engine with passages connecting the scavenging-fluid pumping cylinder of one section of the engine block with the working cylinder of the other.
  • the two sections of the first and second portions of the engine block can also be separate from one another and connected by means of the fastening means mentioned above with the two portions of each section having the working and pumping cylinders in axial alignment.
  • This system has an advantage over prior engine constructions making use of a plurality of interconnected cylinder-block parts in that the numerous alignment formations and locating surfaces can be eliminated. In these structures, it was difiicult to insure proper alignment of the cylinder parts as well as of the bearings for the crankshaft.
  • first portion of each section or" the engine block i.e. the parts provided with the working cylinder
  • first portion of each section or" the engine block i.e. the parts provided with the working cylinder
  • fastening means extending perpendicularly to this plane
  • the fastening means mentioned above bridge the first portions of the cylinder block and a main-bearing carrier for the crankshaft, the fastening means being disposed outwardly of the pumping cylinders.
  • the fastening means e.g. bolts
  • the fastening means are disposed in the proximity of the main bearings, preferably with at least two bolts on opposite sides of the crankshaft, and in a plane of the main bearings perpendicular to the crankshaft.
  • the crankcase walls do not carry the load of the crankshaft and serve merely to enclose the crankshaft and the connecting-rod bearings of the crank drive.
  • first and second portions of both sections of the engine block be identical with the corresponding member of the other section and so arranged that they are symmetrical about the vertical centerline of the engine.
  • first portions and the second portions of each section can be interchanged as desired and only a single configuration of each member need be produced. More specifically, it is desirable that the working cylinder of one section be provided with scavenging ports or slots communicating with the pump cylinder of the other section while the pump cylinder of the first section communicates with the scavenging or inlet ports of the other section; both of the pump cylinders can be open to the interior of the crankcase below the respective pumping pistons.
  • crankcase in conventional two-cycle engines communicated with the compression space into which the scavenging fluid was drawn and from which it was supplied to the working cylinders
  • the compression space for the scavenging fluid is separated from the crank-case by the pumping piston. Lubrication of the engine can then be effected by the techniques normally used in four-cycle engines.
  • These ports communicate with respective ducts connecting them to the pumping cylinders of the other section, these ducts each being provided with a membrane type unidirectional valve admitting the scavenging mixture to the respective duct on the downstroke of the respective pumping piston.
  • the membranetype valve can also be identical and disposed symmetrically on opposite sides of the median plane.
  • each section with registering lateral openings on each side of the median plane, these lateral openings forming the scavenging ducts and being closed by apertured lateral plates on whose inner surfaces are provided the membranes forming the valve.
  • the ducts on opposite sides of the median plane are separated from one another by sealing means which, moreover, at least partially surrounds the apertures through which the registering openings forming each duct communicate with one another.
  • the two first portions can have juxtaposed inner faces formed with registering grooves surrounding the apertures and adapted to receive a sealing element which can bridge the grooves of the juxtaposed faces.
  • the transfer channel extends transversely of the respective exhaust port and underlies the lat er in heatexchanging relationship therewith so that the scavenging fuel/ air mixture is heated by the sensible heat present at the exhaust port before it is introduced into the cylinder. This also serves to cool the cylinder wall in the region of the exhaust port and to reduce wear and deterioration thereof.
  • FIG. 1 is a vertical cross-sectional view taken along the line II of FIG. 2 showing a two-cylinder, twostroke engine according to the present invention
  • FIG. 2 is a cross-sectional view taken along the line II-II in FIG. 1;
  • FIG. 3 is a cross-sectional view taken along the line IIIIII in FIG. 1;
  • FIG. 3A is an end-elevational view of the engine
  • FIG. 4 is a cross-sectional view taken along the line IV-IV of FIG. 3;
  • FIG. 5 is a perspective view, partly in section, of the sealing means between the two sections of the engine block;
  • FIG. 6 is a view similar to FIG. 1 taken along the line VIVI of FIG. 7;
  • FIG. 7 is a cross-sectional view taken along the line VIIVII of FIG. 6.
  • the working cylinders or first portions 1, 2 are separated from the second portion 3, 4 provided with the respective pumping cylinders by means of separating junctions 5.
  • the working cylinders 1, 2 support the main-bearing carrier 6 for the crankshaft 7, via bolts 8 (FIGS. 24) lying outwardly of the pumping cylinders 3, 4 and preferably passing through bosses or ribs axially extending along the periphery thereof (FIGS. 3A and 4).
  • the working compartment 9 of pump cylinder 3 is separated from the crankcase by the pump piston 3a and is connected via a scavenging duct 10 (FIG. 2) with the scavenging ports 12 and 13 angularly offset about the axis of working cylinder 2 and opening into the latter.
  • the working compartment 11 of pump cylinder 4 is separated from the crankcase 15 by the piston step 4a and connects via the scavenging duct 14 (FIGS. 1 and 2) with the scavenging ports 12, 13 of the working cylinder 1 of the other engine section.
  • the pump cylinders 3, 4 open at their bottoms into the interior of the crankcase 15.
  • Both scavenging ports 12, 13 of the working cylinder 2 lie on one side of the vertical common axial plane 18 of the working cylinders, i.e., to the left of this plane when viewing FIG. 2 from the right-hand side; the scavenging ports 12, 13 of the other working cylinder (cylinder 1) lie to the right of the axial plane 18 when viewed in the same direction.
  • the exhaust port 19 of cylinder 2 and the exhaust port 20 of cylinder 1 lie to the right and left, respectively, of plane 18. It will thus be apparent that the engine is substantially symmetrical with respect to a vertical centerline lying in plane 18 and extending parallel to the axis of cylinders 1 and 2 midway therebetween.
  • Each of the scavenging ducts 10, 14 is formed by registering openings of the cylinders 1, 2 and are, moreover, open laterally at respective membrane valves 21, which permit the scavenging and fuel mixture to be drawn into the cylinders via the ducts 22a, 22b.
  • the mixture can be supplied in a conventional manner by .a carburetor or gasifying device.
  • the lateral openings of the ducts 10, 14 are provided with valve plates 22 to which the membranes 21 are fastened by screws or rivets 21' (FIG. 2) to enable the resilient membranes 21 to deflect inwardly upon the development of a reduced pressure in the respective duct.
  • the sealing means includes an H-shaped channel 24 (see FIGS. 1, 3, 5 especially) in which a resilient sealing member 23 of similar configuration is received.
  • This sealing member projects from one gnoove into the registering complementary groove into the other cylinder portion and is of a sufiicient thickness to bridge the cylin ders 1 and 2 and be compressed when the hastening bolts 8 are tightened.
  • the elasticity of the resilient seal 23 is thus sulficient to till any gap between the working cylinders 1 and 2 around the scavenging ducts 10 and 14.
  • the arms 34 (FIG. 5) of the sealing element 23 extend laterally beyond the cylinders 1, 2 and are received in recesses 33 of the valve plates 22 (see also FIG. 3). While it is preferred that the sealing element 23 be received in the grooves 24 with no play and indeed that it be held against the walls of these grooves under pressure upon tightening of the fastening bolts 8, it is also possible, in accordance with the present invention, to permit the sealing element 23 to have some play in the grooves. In this case, the development of a reduced pressure in duct 10 or 14 will draw the sealing member against the inner wall of the grooves surrounding each duct while the development of an elevated pressure during the pumpcompression stroke will force the sealing member against the outer wall of each groove 24.
  • the outlets 25 and 26 of the scavenging ducts and 14 at the respective ports 12, 13 are directed tangentially upwardly against the walls 27 (FIG. 1) above the respective exhaust port 20. Th scavenging fluid thus streams along this wall in the form of a vortex or spiral upwardly into the cylinder head 29 to form a sheet of scavenging air communicating with a downward central flow which passes out through the exhaust port 19 or 20.
  • the suction of the exhaust duct 28 (FIGS. 1 and 2) communicating with each exhaust port 19 or 20 is effective in the interior or central portion of each cylinder and along a one-apertured side cylinder zone 30.
  • the cylinder portions 1 and 2 are identical to one another and interchangeable as are the pumping cylinders 3, 4 and the pistons 1a, 3a and 2a, 4a.
  • the working cylinders 1 and 2 are centered on their respective pumping cylinders 3, 4 via annular centering formations 5a extending transversely to the abutting surfaces of the working and pumping cylinders and received in complementary recesses at the upper edge of the pumping cylinders 3, 4.
  • the Working cylinder-s 1, 2 are rigidly fixed to their respective pumping cylinders 3, 4.
  • the engine operates substantially as follows:
  • the piston 1a which has during the initial compression of the fluid in compartment 11 blocked the scavenging ports 12, 13 of cylinder 1, descends sufiiciently so that its upper edge clears these slots (FIG. 1) and the scavenging fluid spirals upwardly in the cylinder 1.
  • the exhaust suction is effective along cylinder zone 30 while the scavenging air clears the cylinder wall above the exhaust port.
  • the working piston 1a rises, it closes the scavenging ports 12, 13 and compresses the fluid therein.
  • the firing and power stroke then occurs via the usual spark plug (FIG. 3a).
  • the scavenging and charging of the other working cylinder 2 is effected with the scavenging fluid deriving from the compartment 9 of pump cylinder 3.
  • the lubrication of the apparatus can take place via the lubricating means common to conventional four-stroke engines.
  • FIGS. 6 and 7 I show a modification of the system of FIGS. 1-5 wherein the pumping cylinders 3, 4 and other parts which are identical to those of FIGS. l-S have been indicated with the same reference numerals.
  • the main-bearing support 6 is subdivided into an upper and a lower portion, the upper portion being designated by the reference numeral 6a.
  • the pumping cylinders 3, 4 are mounted upon seats 6b of this upper member 6a while the lower member 60, to which the oil pan 6d is attached, is clamped about the crankshaft 7 by the bolts 8.
  • FIGS. 6 and 7 show a modification of the system of FIGS. 1-5 wherein the pumping cylinders 3, 4 and other parts which are identical to those of FIGS. l-S have been indicated with the same reference numerals.
  • the main-bearing support 6 is subdivided into an upper and a lower portion, the upper portion being designated by the reference numeral 6a.
  • the pumping cylinders 3, 4 are mounted
  • a modified construction of the working cylinders 1a, 2a is used although both form an abutting junction at S with the pumping cylinders 3 and 4.
  • the cylinders 1a, 2a are again provided with the scavenging ducts 10 and 14 having membrane-type unidirectional valves identical to those illustrated at 21 in FIGS. 1-5.
  • the ducts 10 and 14, however, have their scavenging ports 37, 38 and 37a, 38a spaced apart about the axis of the respective cylinder by substantially Thus the scavenging ports 38 and 38a communicate with transfer channels 35 and 36 which are integral with the cylinder walls but pass beneath the exhaust ducts 28, 29.
  • the exhaust ducts 28, 29 are juxtaposed with the broad unapertured wall of the respective cylinder below which the ducts 10 and 14 open into the respective pumping chambers.
  • the scavenging ports 37, 38 and 37a, 38a are disposed on opposite sides of the exhaust ports 19, 20.
  • the engine of FIGS. 6 and 7 functions similarly to that of FIGS. 15.
  • the scavenging of the cylinders is, however, somewhat different. From the scavenging ports 37 and 37a, a tangentially and upwardly directed stream of scavenging fluid forms a spiral shell along the cylinder wall.
  • the unapertured surface of the wall is not swept by an exhaust stream but by a scavenging stream under pressure from the scavenging ports 38 and 38a.
  • the scavenging fluid is somewhat cooler than the exhaust gases, it picks up sensible heat in the region of the exhaust ducts 28, 29, thereby cooling the wall of the cylinder in the region of these ducts and reducing deterioration of the cylinder wall especially in the region of the exhaust ports 19, 20.
  • the cornbustibility of the fuel/ air mixture is improved by the heat derived from the exhaust gases even after compression of the mixture within the cylinder.
  • a two-stroke internal-combustion engine having an engine block with a pair of working cylinders each coaxially aligned with a respective pumping cylinder, a respective stepped piston reciprocable in each of said working cylinders and the associated pumping cylinder whereby said pistons each force scavenging air from the respective pumping cylinder into the working cylinder of the other piston, and crankshaft means connecting said piston for synchronized movement, the improvement wherein:
  • said engine block comprises a pair of substantially identical block portions each provided with a respective one of said working cylinders, an exhaust port, and intake and scavenging ports opposite said exhaust port, the intake port and scavenging port of one of said block portions opening directly toward and respectively juxtaposed with the scavenging port and intake port of the other block portion, and
  • spacer means interposed between said block portions for sealingly and spacedly interconnecting same at said scavenging and intake ports While forming respective passages communicating between each scavenging port and the intake port of the other block portion.
  • first mentioned block portions are coaxially aligned with respective second portions of the block formed with the respective pumping cylinder, said first and second portions of each of said sections abutting in a junction lying generally in a plane perpendicular to the axis of the respective cylinders, each pair of first and second block portions forming a respective engine section, one of said portions of each section having an annular formation surrounding its cylinder and receivable in a complementary recess of the respective section, said formations extending transver'sely to the plane of the respective junction.
  • An engine as defined in claim 2 further comprising a crankcase disposed below said pumping cylinders and communicating therewith, said pistons each subdividing the respective pumping cylinder into a working compartrnent proximal to the respective working cylinder and a further compartment opening into said crankcase.
  • both of the scavenging ports of each working cylinder are disposed on a side of a common medium axial plane of said cylinders opposite that on which the scavenging ports of the other working cylinder are provided, said exhaust ports being located on opposite sides of said axial plane.
  • An engine as defined in claim 5 further comprising membrane-type valve means laterally closing said ducts for admitting fluid thereto but blocking the escape of fluid therefrom.
  • said first portions are each provided with a transfer channel connecting a respective duct with one of the scavenging ports communicating therewith, said transfer channel passing proximal to the exhaust port of the respective working cylinder.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Cylinder Crankcases Of Internal Combustion Engines (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)
US380161A 1963-07-04 1964-07-03 Two-stroke internal-combustion engine Expired - Lifetime US3301237A (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DEZ0010211 1963-07-04

Publications (1)

Publication Number Publication Date
US3301237A true US3301237A (en) 1967-01-31

Family

ID=7621272

Family Applications (1)

Application Number Title Priority Date Filing Date
US380161A Expired - Lifetime US3301237A (en) 1963-07-04 1964-07-03 Two-stroke internal-combustion engine

Country Status (5)

Country Link
US (1) US3301237A (de)
BE (1) BE649767A (de)
DE (1) DE1476143A1 (de)
GB (1) GB1068612A (de)
NL (1) NL6407567A (de)

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3557761A (en) * 1969-02-25 1971-01-26 Edward C Wenzel Self-charging and -scavenging lever engine
US3641987A (en) * 1969-03-07 1972-02-15 Bernard Hooper Two-stroke engines
US3903752A (en) * 1973-11-29 1975-09-09 White Westinghouse Corp Reciprocating machine
US4781153A (en) * 1985-10-19 1988-11-01 Bernard Hooper Internal combustion engine
US5540195A (en) * 1995-09-07 1996-07-30 Vegh; Marijan Vuka two-stroke engine
US9562494B2 (en) 2013-01-31 2017-02-07 Brp-Powertrain Gmbh & Co. Kg Internal combustion engine having a split crankcase
IT201800005066A1 (it) * 2018-05-04 2019-11-04 Motore a pistoni solidali su ciclo a due tempi

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4207991C2 (de) * 1992-03-13 1995-03-23 Ford Werke Ag Lagerung für die Kurbelwelle einer Zweitakt-Brennkraftmaschine mit Kurbelgehäuseverdichtung

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1072314A (en) * 1908-12-02 1913-09-02 Etablissements Cote Soc D Two-cycle explosion-motor.
US1079622A (en) * 1911-06-09 1913-11-25 George W Bayley Internal-combustion engine.
FR507527A (fr) * 1917-06-04 1920-09-17 Tito Livio Carbone Machine motrice à combustion à pistons à étages
US2139266A (en) * 1937-05-20 1938-12-06 Laurence D Harrison Two-cycle combustion engine
US2230308A (en) * 1939-01-11 1941-02-04 Ransom E Olds Internal combustion engine
US2376968A (en) * 1942-12-26 1945-05-29 U S Thermo Control Company Two-cycle gas engine

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1072314A (en) * 1908-12-02 1913-09-02 Etablissements Cote Soc D Two-cycle explosion-motor.
US1079622A (en) * 1911-06-09 1913-11-25 George W Bayley Internal-combustion engine.
FR507527A (fr) * 1917-06-04 1920-09-17 Tito Livio Carbone Machine motrice à combustion à pistons à étages
US2139266A (en) * 1937-05-20 1938-12-06 Laurence D Harrison Two-cycle combustion engine
US2230308A (en) * 1939-01-11 1941-02-04 Ransom E Olds Internal combustion engine
US2376968A (en) * 1942-12-26 1945-05-29 U S Thermo Control Company Two-cycle gas engine

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3557761A (en) * 1969-02-25 1971-01-26 Edward C Wenzel Self-charging and -scavenging lever engine
US3641987A (en) * 1969-03-07 1972-02-15 Bernard Hooper Two-stroke engines
US3903752A (en) * 1973-11-29 1975-09-09 White Westinghouse Corp Reciprocating machine
US4781153A (en) * 1985-10-19 1988-11-01 Bernard Hooper Internal combustion engine
US5540195A (en) * 1995-09-07 1996-07-30 Vegh; Marijan Vuka two-stroke engine
US9562494B2 (en) 2013-01-31 2017-02-07 Brp-Powertrain Gmbh & Co. Kg Internal combustion engine having a split crankcase
IT201800005066A1 (it) * 2018-05-04 2019-11-04 Motore a pistoni solidali su ciclo a due tempi
WO2019211371A1 (en) * 2018-05-04 2019-11-07 Saleri Remo Felice Engine with cooperating pistons based on a two-stroke cycle

Also Published As

Publication number Publication date
NL6407567A (de) 1965-01-05
DE1476143A1 (de) 1970-04-02
GB1068612A (en) 1967-05-10
BE649767A (de)

Similar Documents

Publication Publication Date Title
US3517652A (en) Two-cycle engine
US3301237A (en) Two-stroke internal-combustion engine
JPS61185617A (ja) ２サイクル内燃機関
US4829940A (en) Piston for two-cycle engines
US4135479A (en) Piston and cylinder for two-cycle engines
US4058104A (en) Hydrostatic bearing piston for a two-cycle engine
US3412719A (en) Engine structure
US4867117A (en) Rotary valve with integrated combustion chamber
US3340856A (en) Double acting two stroke cycle internal combustion engines
US3187730A (en) Two cycle internal combustion engine
US2627255A (en) Two-cycle engine and method of operating the same
US3999523A (en) Internal combustion engine
US3377997A (en) Two-stroke cycle engine
US1793975A (en) Two-cycle engine
US1442596A (en) Rotary two-cycle superinduction engine
US3207139A (en) Double acting two stroke cycle internal combustion engines
US4318370A (en) Rotary internal combustion engines
US1900475A (en) Sleeve valve two cycle engine
US3351045A (en) Two-cycle internal combustion engine
US2270597A (en) Internal combustion engine
US2084604A (en) Gas engine
US1441329A (en) Internal-cohbustion engine
US3159147A (en) Two stroke cycle internal combustion engines
US1876507A (en) Internal combustion engine
US4294201A (en) Internal combustion engines