WO2008148256A1 - Moteur à deux temps - Google Patents

Moteur à deux temps Download PDF

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Publication number
WO2008148256A1
WO2008148256A1 PCT/CN2007/002584 CN2007002584W WO2008148256A1 WO 2008148256 A1 WO2008148256 A1 WO 2008148256A1 CN 2007002584 W CN2007002584 W CN 2007002584W WO 2008148256 A1 WO2008148256 A1 WO 2008148256A1
Authority
WO
WIPO (PCT)
Prior art keywords
valve
intake
piston
scavenging
exhaust
Prior art date
Application number
PCT/CN2007/002584
Other languages
English (en)
Chinese (zh)
Inventor
Fan Xu
Original Assignee
Fan Xu
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 Fan Xu filed Critical Fan Xu
Priority to CNA2007800015255A priority Critical patent/CN101432511A/zh
Publication of WO2008148256A1 publication Critical patent/WO2008148256A1/fr

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Classifications

    • 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
    • F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
    • F02B29/04—Cooling of air intake supply
    • F02B29/0406—Layout of the intake air cooling or coolant circuit
    • F02B29/0412—Multiple heat exchangers arranged in parallel or in series
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/36—Valve-gear or valve arrangements, e.g. lift-valve gear peculiar to machines or engines of specific type other than four-stroke cycle
    • F01L1/38—Valve-gear or valve arrangements, e.g. lift-valve gear peculiar to machines or engines of specific type other than four-stroke cycle for engines with other than four-stroke cycle, e.g. with two-stroke cycle
    • 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
    • F02B21/00—Engines characterised by air-storage chambers
    • 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
    • F02B25/00—Engines characterised by using fresh charge for scavenging cylinders
    • F02B25/14—Engines characterised by using fresh charge for scavenging cylinders using reverse-flow scavenging, e.g. with both outlet and inlet ports arranged near bottom of piston stroke
    • F02B25/145—Engines characterised by using fresh charge for scavenging cylinders using reverse-flow scavenging, e.g. with both outlet and inlet ports arranged near bottom of piston stroke with intake and exhaust valves exclusively in the cylinder head
    • 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
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/04—Engines with exhaust drive and other drive of pumps, e.g. with exhaust-driven pump and mechanically-driven second pump
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0276—Actuation of an additional valve for a special application, e.g. for decompression, exhaust gas recirculation or cylinder scavenging
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the invention relates to the technical field of engines, and particularly relates to a novel ignited external compression two-stroke engine which has no compression stroke and only has two strokes of work and exhaust, and the gas is compressed and cooled outside the cylinder.
  • the three-way catalyst can purify the exhaust gas, but its manufacturing, feedback control equipment and maintenance costs are greatly increased. Therefore, in order to get rid of the above difficulties, engine engineers are looking for a new way to guide the future design, and improving the two-stroke engine is a trend in the future, because the piston of the two-stroke engine is ignited every time it goes up to the top dead center (TDC). Do work, not every other ignition like a four-stroke engine.
  • the two-stroke engine has twice the power stroke than the four-stroke engine, and the gain of twice the power stroke can be used in many aspects, such as: Output power A new two-stroke engine with the same power as a four-stroke engine, half the size and weight of a four-stroke engine; or in other words, if power and torque are the goals of the design, then the new volume with a four-stroke engine The stroke engine will have more powerful power. Therefore, two-stroke engines have greater development potential than four-stroke engines.
  • the four-stroke ignition engine (Otto) has the disadvantages of easy knocking and low compression ratio; the four-stroke press (Diesel Diesel) has shortcomings such as low combustion temperature; and the existing two-stroke engine (Clark) ) It has the disadvantages of high compression oil consumption and incomplete scavenging. Furthermore, all of the above engines perform gas compression in the cylinder, which causes high temperatures, and the exhaust gas temperature and pressure are high, resulting in a decrease in efficiency. Purpose of the invention
  • the object of the present invention is to provide an external compression type two-stroke with low intake air temperature, high combustion temperature, high compression ratio, low exhaust gas temperature, high rising power, large thermal efficiency, and fuel saving. engine.
  • Technical solution adopted by the invention is to provide an external compression type two-stroke with low intake air temperature, high combustion temperature, high compression ratio, low exhaust gas temperature, high rising power, large thermal efficiency, and fuel saving. engine.
  • an external compression type two-stroke engine including a cylinder, a piston, a crankshaft, a fuel injector, an igniter and a cylinder head, and the cylinder head is provided with an intake pipe and an intake valve.
  • the operating principle is as follows: When the piston performs the power stroke down to the bottom dead center, the exhaust valve The door opens. When the piston crosses the bottom dead center and enters the exhaust stroke, the scavenging valve opens briefly and then closes. When the piston continues to rise more than half of the stroke, the exhaust valve closes at the appropriate time before the ignition of the igniter, and then the intake valve and the spray. When the oil is turned on and the igniter is also turned on, the high-pressure air or combustible gas that has been cooled and has reached or approached the required compression ratio of the engine is input into the cylinder, and then the fuel is ignited, and after the required compression ratio of the engine is reached, the intake valve is closed. Then the piston crosses the top dead center to enter the power stroke.
  • the air compression storage system is a two- to three-stage air compression storage system, and the two- to three-stage air compression storage system is stored by a series two to three-stage compression pump, an intercooler and a compressed air with a circulating water cooler.
  • the bottle assembly; the above-mentioned series two to three-stage compression pump includes a first stage connected to the exhaust pipe and a turbocharged air compressor driven by the engine exhaust gas, and second to third stages connected to and driven by the power output shaft of the crankshaft.
  • the mechanical air compressor is cooled after being compressed by each stage; the input end of the compressed air storage bottle is connected to the output end of the mechanical air compressor, and the output end thereof is connected with the intake pipe and the scavenging pipe.
  • the number of the above intake systems is 2 to 4 and is uniformly provided on the cylinder head.
  • the number of the scavenging systems is 1 or 2, and it is provided on the edge of the cylinder head close to the cylinder wall to form a vortex scavenging gas, or is disposed below the cylinder below the piston bottom dead center to form a DC scavenging air.
  • the number of the above exhaust systems is 2 to 4 and is uniformly provided on the cylinder head.
  • auxiliary combustion chamber disposed above the middle of the cylinder head, and communicating with the combustion chamber below the cylinder head through a pipeline, wherein the auxiliary combustion chamber is provided with an intake system, a scavenging system and an igniter, and An injector is provided on the gas pipe or in the secondary combustion chamber.
  • the intake valve, the scavenging valve and the exhaust valve are connected with a linkage control transmission mechanism, and the linkage control transmission mechanism is connected to and driven by the power output shaft of the crankshaft, and is coupled
  • the dynamic control transmission mechanism realizes coordinated operation of the intake valve, the scavenging valve, the exhaust valve, the injector, the igniter and the piston.
  • the intake valve and the scavenging valve are connected to an electronic control device; the exhaust valve is coupled to a linkage control transmission mechanism, and the linkage control transmission mechanism is coupled to and driven by the power output shaft of the crankshaft, through the electronic
  • the control device and the linkage control transmission mechanism realize coordinated operation of the intake wide door, the scavenging valve, the exhaust valve, the injector, the igniter and the piston.
  • the linkage control transmission mechanism is a linkage control gear chain transmission mechanism or a linkage control gear belt transmission mechanism.
  • the injector is provided on the cylinder head or in the intake pipe.
  • the cylinder volume between the bottom dead center of the piston and the top dead center of the piston is about 16 to 24 times the volume between the top dead center of the piston and the cylinder head.
  • the igniter is an electric spark plug or an electric heating wire; when the igniter is a heating wire, the electric heating wire is continuously heated, and the ignition timing is controlled by the opening time of the intake valve and the injector.
  • the invention adopts an external air compression storage system to pre-compress and pre-cool the gas entering the cylinder, and efficiently increases the compression ratio and the intake air temperature, and the power is high, which greatly improves the heat efficiency and saves fuel.
  • Figure 1 is a schematic view showing the structure of Embodiment 1 of the present invention.
  • Figure 2 is a schematic top view of the cylinder head of Embodiment 1 of the present invention.
  • 3 is a schematic view showing the working state of the first embodiment of the present invention when the power stroke ends, the exhaust valve is opened, and the high-pressure exhaust gas is discharged;
  • 4 is a schematic view showing the working state of the piston when the piston crosses the bottom dead center, enters the exhaust stroke, the scavenging valve is opened, and the low-pressure exhaust gas is discharged;
  • Figure 5 is a schematic view showing the working state of the scavenging valve when the scavenging valve is closed, the piston is ascending, and the exhausting stroke is continued;
  • FIG. 6 is a schematic view showing the working state of the first embodiment of the present invention when the exhaust valve is closed, the intake valve, the scavenging valve and the injector are opened, and then the electric spark plug is opened;
  • FIG. 7 is a schematic view showing the working state of the intake valve, the scavenging valve and the injector when the required compression ratio of the engine is reached in the embodiment 1 of the present invention
  • Figure 8 is a schematic view showing the working state of the piston entering the power stroke when the piston crosses the top dead center according to the embodiment of the present invention
  • Fig. 9 is a structural schematic view showing the technical solution of adding a sub-combustion chamber in Embodiment 4 of the present invention.
  • the invention is further described below in conjunction with the drawings and specific embodiments, but the embodiments of the invention are not limited thereto. detailed description
  • the external compression type two-stroke engine of the present invention comprises a cylinder 1, a piston 2, a crankshaft 3 and a cylinder head.
  • the cylinder head is provided with an injector 7, an electric spark plug 8, and an intake pipe and a feed.
  • An intake system composed of a gas valve, a scavenging system 4 composed of a scavenging pipe and a scavenging wide door, and an exhaust system 5 composed of an exhaust pipe and a discharge valve, and the piston 2 is connected to the crankshaft 3 through a piston connecting rod 15
  • the injector 7 described above is an electrically controlled fuel atomizer.
  • the present invention also includes an air compression storage system disposed outside the cylinder 1 and coupled to the intake pipe and the scavenging pipe for providing low temperature compressed air.
  • the air compression storage system is a secondary air compression storage system.
  • the series secondary compression pump includes a first stage and an exhaust
  • the tube 5 is connected to a turbocharged air compressor 11 driven by engine exhaust gas and a mechanical air compressor 10 connected to and driven by a second stage of a power output shaft 9 of the crankshaft; an input end of the compressed air storage bottle 12 It is connected to the output end of the mechanical air compressor 10, and its output end is connected to the intake pipe and the scavenging pipe.
  • an electromagnetic clutch is provided at the junction of the power output shaft 9 of the crankshaft 3 and the mechanical air compressor 10, and the clutch is automatically disconnected when the pressure of the compressed air storage bottle 12 exceeds an allowable value.
  • the compressed air storage bottle 12 is initially filled with high-pressure air, and has maintained a certain pressure since then. It is provided with a high-pressure air-defense protection valve, the air inlet is equipped with a one-way check valve, and the inlet and outlet ports are automatically locked. The device is automatically turned off during shutdown to prevent air leakage.
  • the compressed air storage bottle has a function of pressure storage, pressure regulation, cooling and leakage prevention.
  • the number of the intake systems 6 is 2 to 4 and is uniformly disposed on the cylinder head, and is preferably two; the number of the scavenging systems 4 is 1 to 2 and is set in The number of the cylinder heads close to the cylinder wall is preferably two, and if necessary, the scavenging system 4 can also serve as the intake system 6 to achieve the intake function; the number of the exhaust systems 5 is 2 to 4 and It is evenly placed on the cylinder head, and it is optimally four.
  • the intake valve and the scavenging valve are electronically controlled switches
  • the exhaust valve is a mechanical control switch
  • the intake valve and the scavenging valve are connected with an electronic control device
  • the exhaust valve is connected with the linkage control transmission mechanism
  • the electronic control device and the linkage control transmission mechanism realize coordinated operation of the intake valve, the scavenging valve, the exhaust valve, the injector 7, the electric spark plug 8 and the piston.
  • the linkage control transmission mechanism is a linkage control gear chain transmission mechanism, or a linkage control gear belt transmission mechanism. Since the control of the valve is a well-known technique, it will not be described in detail herein.
  • the cylinder volume between the bottom dead center of the piston and the top dead center of the piston is about 16 to 24 times, preferably 20 times, the volume between the piston top dead center and the cylinder head, that is, the piston stroke volume is about 20 of the combustion chamber volume. Times.
  • the scavenging valve is closed (as shown in Fig. 5). ), the piston continues to ascend, starting the exhaust stroke.
  • the exhaust valve closes at the appropriate time before the spark plug is ignited, then the intake valve and the injector are opened, and the spark plug is also opened. Since the injected gas is a high-pressure gas, and the electronically controlled intake valve has a small volume and a small diameter, it can be multiple The gas valve is opened at the same time.
  • the powerful kinetic energy of the high-pressure air and the caliber of the intake valve, the number of openings, the angle and the position are carefully designed to generate a strong eddy current, so that the fuel and air are fully mixed in a very short time, and quickly reach
  • the compression ratio required by the engine is followed by the spark plug ignition (as shown in Figure 6).
  • the intake and injection can be simultaneously performed during ignition until the required compression ratio of the engine is reached before the piston reaches the top dead center.
  • the ignition process is completed (as shown in Fig. 7), since the time during which the injected gas stays in the cylinder is extremely short and the gas in the cylinder is rarely compressed, the temperature of the combustible gas rises little, which reduces the possibility of knocking.
  • the pressure of the high-pressure gas input is high and the speed is fast, so there is no tempering phenomenon. It can be injected like a gas turbine while burning and jetting.
  • the piston moves in two reciprocating strokes, the intake and the injection are once turned on, and the ignition is once, becoming a four-stroke engine.
  • the specific process is that at the end of the stroke (explosion), the piston approaches the bottom dead center, the intake valve, the injector and the electric plug are closed, the exhaust valve is opened, the piston is opened after the piston crosses the bottom dead center, and then the piston is closed.
  • the exhaust valve closes, at this time rely on the engine flywheel inertia, the piston crosses the top dead center and then descends, when the piston descends to the bottom dead center, the exhaust valve opens, after the piston crosses the bottom dead center, The scavenging valve is opened, then closed, and the piston rises.
  • the piston stroke is more than half of the stroke, the exhaust valve is closed, the intake valve, the scavenging valve and the injector are opened, and the spark plug is subsequently opened. After the fuel is ignited, the piston passes over. Stop, enter the work (explosion) stroke. In this low-power operating condition, the scavenging is more thorough.
  • the engine gas of the present invention stays in the cylinder for a very short time, and the cylinder has substantially no gas compression process, so the temperature rise is small, and the gas temperature during ignition and combustion is about 330k, so that the thermal efficiency can be improved under other conditions. .
  • the compression ratio of the engine is independent of the cylinder volume, and the exhaust pressure and temperature can be reduced by increasing the cylinder volume.
  • the temperature is as high as 1000k, and the maximum temperature at the time of the explosion is low, about 2100k, so from this point of view, the diesel engine is not as efficient as the Otto gasoline engine at the same compression ratio. Therefore, the external compression type two-stroke engine of the present invention can reduce the intake air temperature and the exhaust gas temperature, and the thermal efficiency is higher than that of the existing Otto gasoline engine and diesel engine at the same compression ratio.
  • Modern diesel engines are more efficient because of their greater compression. For each additional atmospheric pressure compression ratio, the thermal efficiency can be increased by 4% to 5%. Although the thermal efficiency of the diesel engine is lower than that of the gasoline engine under the same compression ratio, the diesel engine can achieve a higher compression ratio, so the overall efficiency of the diesel engine is higher.
  • the main factor limiting the gasoline engine to increase the compression ratio is knocking.
  • the cause of the knocking is the high temperature and high pressure of the combustible gas, especially the high temperature.
  • the engine of the present invention inputs compressed and cooled gas (air or combustible gas).
  • the input gas has reached or approached the required compression ratio, the temperature of the cylinder is substantially free of gas compression and the heat transfer of the cylinder wall is very small.
  • the ignition is fired, the gas temperature is about 330k, and the high pressure gas has strong kinetic energy. A sharp eddy current can be formed, so that the compression ratio can be greatly increased.
  • the engine of the present invention can simultaneously improve the thermal efficiency from both the reduction of the intake and exhaust temperature and the improvement of the compression ratio, and has higher efficiency and advantages than the existing gasoline engine and the diesel engine.
  • the above air compression storage system may also be a three-stage air compression storage system consisting of a series three-stage compression pump, an intercooler and a compressed air storage bottle with a circulating water cooler;
  • the series three-stage compression pump comprises a first stage and a exhaust pipe connected with a turbocharged air compressor driven by engine exhaust gas and a second and third stage mechanical air compressor connected to and driven by the power output shaft of the crankshaft;
  • the input end of the compressed air storage bottle is connected to the output end of the mechanical air compressor, and the output end thereof is connected to the intake pipe and the scavenging pipe.
  • spark plug can also be replaced by a heating wire to realize the ignition function.
  • the electric heating wire is continuously heated, and the ignition timing is controlled by the opening time of the intake valve and the injector.
  • the scavenging system may also be provided below the cylinder below the bottom dead center of the piston to form a DC scavenging air.
  • the exhaust valve, the intake valve and the scavenging valve can all be mechanical control switches, and the specific structure is that the exhaust valve, the intake valve and the scavenging valve are linked with each other.
  • Controlling the transmission mechanism connection, and the linkage control transmission mechanism is connected with and driven by the power output shaft of the crankshaft, and the linkage valve, the scavenging valve, the exhaust valve, the injector, the electric spark plug and the piston linkage are realized by the linkage control transmission mechanism Coordination.
  • the linkage control transmission mechanism is a linkage control gear chain transmission mechanism, or a linkage control gear belt transmission mechanism.
  • the above-mentioned intake valve and exhaust valve can adopt the traditional mushroom type (mushroom type) valve.
  • two intake systems, two exhaust systems, and one to two scavenging systems are used, and the valves are all mechanical.
  • the fuel injector injects fuel on the back of the intake valve to vaporize it (the injection method is substantially the same as that of the four-valve Otto machine). Since the control of the valve is a well-known technique, it will not be described in detail herein. .
  • Other structures and working processes of this embodiment are as described in Embodiment 1.
  • the injector can be installed on the intake pipe, and the premixed combustible gas can be directly injected when the intake valve is opened.
  • the fuel injector of this embodiment is not installed on the cylinder head to inject fuel into the combustion chamber, but is directly installed on the intake pipe. Before the intake valve is opened (or at the same time), the fuel injector is injected into the intake pipe. The high pressure air forms a combustible gas which then enters the combustion chamber during the second half of the exhaust stroke, and the spark plug ignites when the combustible gas enters the cylinder.
  • Other structures and operational operations of this embodiment are as described in Embodiment 1. Example 4
  • the external compression type two-stroke engine of the present invention can further add a sub-combustion chamber disposed above the middle of the cylinder head, and the sub-combustion chamber passes through the pipeline and the combustion chamber below the cylinder head (defined as The main combustion chamber is connected, the auxiliary combustion chamber is provided with an intake system, a scavenging system and an electric spark plug, and an injector is arranged on the intake pipe, and the fuel injection portion of the intake pipe can be heated by the cylinder wall or the exhaust gas.
  • a sub-combustion chamber disposed above the middle of the cylinder head, and the sub-combustion chamber passes through the pipeline and the combustion chamber below the cylinder head (defined as The main combustion chamber is connected, the auxiliary combustion chamber is provided with an intake system, a scavenging system and an electric spark plug, and an injector is arranged on the intake pipe, and the fuel injection portion of the intake pipe can be heated by the cylinder wall or the exhaust gas.
  • a uniformly mixed combustible gas is introduced into the auxiliary combustion chamber, and at least one flame injection pipe of the auxiliary combustion chamber is connected to the main combustion chamber, and the main combustion chamber intake valve is connected to the high-pressure air, and the fuel is directly sprayed by the injector in the main combustion chamber.
  • the flame of the secondary combustion chamber ignites the combustible gas of the main combustion chamber.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Physics & Mathematics (AREA)
  • Thermal Sciences (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)

Abstract

L'invention concerne une technique de moteur qui se rapporte à un moteur à deux temps compressé extérieurement. Le moteur comprend un cylindre (1), un piston (2), un vilebrequin (3), un injecteur de carburant (7), une bougie d'allumage (8) et une culasse. Un système d'admission (6) qui se compose de tuyaux d'admission et de soupapes d'admission, un système de refoulement (4) qui se compose de tuyaux de refoulement et de soupapes de refoulement et un système d'échappement (5) qui se compose de tuyaux d'échappement et de soupapes d'échappement, sont montés sur la culasse. Le moteur comprend en outre un système de stockage d'air comprimé (12) pour transmettre de l'air froid comprimé qui est raccordé au tuyau d'admission et au tuyau de refoulement. L'air d'admission est stocké par compression et refroidissement dans le système de stockage d'air comprimé à deux étages situé à l'extérieur du moteur.
PCT/CN2007/002584 2007-06-05 2007-08-27 Moteur à deux temps WO2008148256A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CNA2007800015255A CN101432511A (zh) 2007-06-05 2007-08-27 外压缩式二冲程发动机

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CN200710028439.5 2007-06-05
CNA2007100284395A CN101319628A (zh) 2007-06-05 2007-06-05 外压缩式二冲程发动机

Publications (1)

Publication Number Publication Date
WO2008148256A1 true WO2008148256A1 (fr) 2008-12-11

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Application Number Title Priority Date Filing Date
PCT/CN2007/002584 WO2008148256A1 (fr) 2007-06-05 2007-08-27 Moteur à deux temps

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CN (2) CN101319628A (fr)
WO (1) WO2008148256A1 (fr)

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IT201900005798A1 (it) * 2019-04-15 2019-07-15 Guglielmo Sessa Unità motrice endotermica a due tempi ad accensione per compressione o ad accensione comandata, con lubrificazione non a perdere, alimentata da un compressore a servizio del gruppo termico.
CN115217615A (zh) * 2022-04-06 2022-10-21 广州汽车集团股份有限公司 扫气装置及扫气方法
CN116292015A (zh) * 2023-03-21 2023-06-23 吉林大学 一种具有多点加热环的压燃系统

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CN102213162A (zh) * 2010-09-13 2011-10-12 靳北彪 氮液化二氧化碳闭合发动机
WO2012051784A1 (fr) * 2010-10-18 2012-04-26 Jin Beibiao Moteur turbocompound à explosion, à combustion mixte et à faible entropie
CN202745956U (zh) * 2011-06-17 2013-02-20 摩尔动力(北京)技术股份有限公司 充气爆排发动机直控阀
CN102748077B (zh) * 2011-06-21 2014-07-16 摩尔动力(北京)技术股份有限公司 小余隙容积爆排发动机
CN202745975U (zh) * 2011-07-07 2013-02-20 摩尔动力(北京)技术股份有限公司 内燃气体压缩机
CN102392734B (zh) * 2011-10-21 2013-09-11 李永红 活塞式发动机气缸活塞运动控制方法及实现该方法的设备
CN102996227A (zh) * 2011-11-19 2013-03-27 摩尔动力(北京)技术股份有限公司 分置排气二冲程发动机
CN104061071A (zh) * 2013-03-19 2014-09-24 刘邦健 具有气体分离装置的无压缩行程内燃机
CN109555594A (zh) * 2019-01-04 2019-04-02 吉林大学 顺序介入式复合燃烧系统超功率密度柴油机
CN110318860A (zh) * 2019-06-26 2019-10-11 哈尔滨工程大学 一种多级燃气喷射的船用大缸径天然气发动机燃烧系统
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